JP2013244786A - Hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve energy efficiency of an entire vehicle.SOLUTION: When a first control which controls in a way that a required torque is output to a driving shaft while an engine is operated at a lock 2 cylinder operating point in a lock 2 cylinder mode can be executed and a second control which controls in a way that the required torque is output to the driving shaft while the engine is operated at a lock 4 cylinder operating point in a lock 4 cylinder mode can be executed (S260), the first control is executed when a driving energy consumption Elo2 at the first control is the same or less than a driving energy consumption Elo4 at the second control (S300) and the second control is executed when the driving energy consumption Elo2 at the first control is larger than the driving energy consumption Elo4 at the second control (S310).

Description

  The present invention relates to a hybrid vehicle.

  Conventionally, in this type of hybrid vehicle, a ring gear, a carrier, and a sun gear are connected to an engine, a first motor generator, a drive shaft coupled to an axle, an output shaft of the engine, and a rotation shaft of the first motor generator. The power split mechanism, the lock mechanism capable of locking the rotation shaft of the first motor generator, the second motor generator whose rotation shaft is connected to the drive shaft, and the first motor generator and the second motor generator exchange power. A continuously variable gear ratio mode in which the rotation shaft of the first motor generator is not locked by the lock mechanism in accordance with the driving operation point consisting of the target drive torque according to the accelerator opening and the rotation speed of the drive shaft. Switching process to the fixed gear ratio mode in which the rotation shaft of the first motor generator is locked by the lock mechanism Those Nau has been proposed (e.g., see Patent Document 1). In this hybrid vehicle, after the above-described switching process is performed, the next switching process is prohibited for a predetermined period of time, thereby reducing the occurrence of gear ratio mode switching busy.

JP 2010-254131 A

  When the number of operating cylinders of the engine can be changed with the above-described hardware configuration, in order to improve the energy efficiency of the entire vehicle, whether or not to lock the rotating shaft of the first motor generator and which number of operating cylinders of the engine This is one of the important issues. For example, in the fixed gear ratio mode, the loss due to the first motor can be reduced, but the energy efficiency of the entire vehicle may be greatly reduced depending on the operating point (rotation speed, torque) of the engine and the number of operating cylinders. There is.

  The main purpose of the hybrid vehicle of the present invention is to improve the energy efficiency of the entire vehicle.

  The hybrid vehicle of the present invention employs the following means in order to achieve the main object described above.

The hybrid vehicle of the present invention
An engine capable of changing the number of operating cylinders, a first motor, a drive shaft coupled to an axle, a planetary gear connected to an output shaft of the engine and a rotation shaft of the first motor, and rotation of the first motor A hybrid vehicle comprising: a lock mechanism capable of locking a shaft; a second motor having a rotation shaft connected to the drive shaft; and a battery capable of exchanging electric power with the first motor and the second motor. ,
The engine and the first motor are configured so that the engine is operated and a required torque is output to the drive shaft with or without performing a predetermined lock, which is a lock of the rotation shaft of the first motor, by the lock mechanism. Control means for controlling the second motor and the lock mechanism;
The control means is means for determining whether or not to perform the predetermined lock and the number of operating cylinders of the engine based on the state of the vehicle including the required torque and the energy consumption for each number of operating cylinders of the engine. is there,
This is the gist.

  In the hybrid vehicle of the present invention, the engine and the first motor are operated such that the engine is operated and the required torque is output to the drive shaft with or without the predetermined lock, which is the lock of the rotary shaft of the first motor, by the lock mechanism. And controlling the second motor and the lock mechanism, whether or not to perform predetermined locking based on the state of the vehicle including the required torque and the energy consumption for each number of operating cylinders of the engine, and the number of operating cylinders of the engine, To decide. Thereby, the energy efficiency of the whole vehicle can be improved.

  In such a hybrid vehicle of the present invention, the control means performs the predetermined lock and the drive shaft while the engine is operated within a first allowable range in a first mode in which the number of operating cylinders of the engine is a first value. In the second mode, the engine is within a second allowable range in a second mode in which the predetermined control is performed so that the required torque is output at the same time, the predetermined lock is performed, and the number of operating cylinders of the engine is a second value. When the second control for controlling the drive shaft to output the required torque can be executed while being operated, the first energy consumption, which is the energy consumption in the first control, is the energy in the second control. The first control is executed when the energy consumption is equal to or less than the second energy consumption amount, and the first energy consumption amount is greater than the second energy consumption amount. Is a means for executing the second control, it may be a thing to. In this way, loss due to the first motor can be reduced and energy consumption can be further suppressed. Here, the “first permissible range” is a range including a first operation line that defines the relationship between the engine speed and the torque that can be efficiently operated with the number of operating cylinders of the engine as the first value (the first value). It is also possible that the range is between the high torque side line and the low torque side line as viewed from the operation line. The “second allowable range” is a range including a second operation line that defines the relationship between the engine speed and the torque that can be efficiently operated with the number of operating cylinders of the engine as the second value (from the second operation line). It is also possible that the range is between the high torque side line and the low torque side line.

  In the hybrid vehicle of the present invention in which the first control or the second control is executed according to the magnitude relationship between the first energy consumption and the second energy consumption when both the first control and the second control can be executed. The control means executes the first control when the first control can be executed but the second control cannot be executed, and the second control is executed when the first control cannot be executed but the second control can be executed. It can also be a means of performing. In this way, loss due to the first motor can be reduced.

  In the hybrid vehicle of the present invention in which the first control or the second control is executed according to the magnitude relationship between the first energy consumption amount and the second energy consumption amount when both the first control and the second control can be executed. When the control means cannot execute the first control or the second control, the engine is in the third mode in which the number of operating cylinders of the engine is set to the first value without performing the predetermined lock. The third energy consumption amount, which is the energy consumption amount in the third control for controlling the output torque to be output to the drive shaft while being operated at the operation point of the operation line, is obtained without performing the predetermined lock. In the fourth mode in which the number of operating cylinders is the second value, the required torque is output to the drive shaft while the engine is operated at the operation point of the second operation line. The third control is executed when the energy consumption is less than or equal to the fourth energy consumption amount in the fourth control to be controlled, and when the third energy consumption amount is greater than the fourth energy consumption amount, the fourth control is performed. It can also be a means for executing In this way, energy consumption can be suppressed. In this aspect of the hybrid vehicle of the present invention, the third energy consumption is the driving power as the product of the required torque and the rotational speed of the drive shaft when the number of operating cylinders of the engine is the first value. The energy consumption when operating the number of operating cylinders of the engine as the first value at the operating point of the intersection of the power obtained by correcting the engine efficiency in the direction in which the engine efficiency is improved and the first operating line, The fourth energy consumption is an operating point at the intersection of the second operating line and the power obtained by correcting the traveling power in a direction in which the engine efficiency is improved when the number of operating cylinders of the engine is the second value. Thus, it may be the energy consumption when the engine is operated with the number of operating cylinders as the second value. In the hybrid vehicle of the present invention of this aspect, the third energy consumption is calculated by converting the fuel consumption per unit time of the engine and the charge / discharge power of the battery into the fuel consumption in the third control. The fourth energy consumption is obtained by using the fuel consumption per unit time of the engine and the charge / discharge power of the battery in the fourth control as the fuel consumption. It can also be the energy consumption obtained as the sum of the converted values.

  Furthermore, in the hybrid vehicle of the present invention in which the first control or the second control is executed according to the magnitude relationship between the first energy consumption amount and the second energy consumption amount when both the first control and the second control can be executed. The first energy consumption amount is an energy consumption amount obtained as a sum of a fuel consumption amount per unit time of the engine in the first control and a converted value obtained by converting charge / discharge power of the battery into a fuel consumption amount. The second energy consumption is energy obtained as the sum of the fuel consumption per unit time of the engine in the second control and the converted value obtained by converting the charge / discharge power of the battery into the fuel consumption. It can also be consumption.

  In addition, when the first control and the second control can be executed, the hybrid vehicle of the present invention is configured to execute the first control or the second control in accordance with the magnitude relationship between the first energy consumption and the second energy consumption. In the above, the control means is a lock battery torque that is a torque range of the engine in which a charge / discharge power of the battery is within a range of a maximum allowable power when the predetermined lock is performed and the required torque is output to the drive shaft. When the range and the first allowable range overlap at least partially, it is determined that the first control can be executed, and when the lock battery torque range and the first allowable range do not overlap at all, the first control is executed. When it is determined that the lock battery torque range and the second allowable range overlap at least partially, the second control can be executed. Judgment, when the the lock battery torque range and the second permissible range is not at all overlap is means for determining that it can not execute the second control may be a thing.

  Alternatively, in the hybrid vehicle of the present invention in which the first control or the second control is executed according to the magnitude relationship between the first energy consumption amount and the second energy consumption amount when both the first control and the second control can be executed. The control means is means for determining that neither the first control nor the second control can be executed when the engine speed when performing the predetermined lock is less than a lower limit speed when operating the engine. There can be.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. It is a flowchart which shows a part of example of the driving mode setting routine performed by HVECU70 of an Example. It is a flowchart which shows a part of example of the driving mode setting routine performed by HVECU70 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows an example of the alignment chart which shows the relationship of the rotation speed in the rotation element of the planetary gear 30 when performing predetermined | prescribed lock | rock. It is explanatory drawing which shows a mode that torque Teloli2 and Teloli4 corresponding to an example of the 2-cylinder operation line and the 4-cylinder operation line and the rotation speed Nelo in the 2-cylinder operation line and the 4-cylinder operation line are set. It is explanatory drawing which shows an example of a 2-cylinder upper limit line and an example of a 2-cylinder lower limit line, and a mode that lock 2 cylinder torque limitation Temin2, Temax2 is set. It is explanatory drawing which shows an example of a 4 cylinder upper limit line and an example of a 4 cylinder lower limit line, and a mode that the lock | rock 4 cylinder torque limitation Temin4 and Temax4 are set. It is explanatory drawing which shows an example of the collinear diagram which shows the dynamic relationship between the rotation speed and torque in the rotation element of the planetary gear 30 at the time of drive | working in lock | rock 2 cylinder mode or lock | rock 4 cylinder mode. It is explanatory drawing which shows an example of the map for temporary charging / discharging request | requirement power setting. It is explanatory drawing which shows an example of the map for power restriction settings. It is explanatory drawing which shows an example of the relationship between driving power Pdrv * and the required powers Peun2, Peun4 of the engine 22, and the 2-cylinder operation line, the 4-cylinder operation line, and the highest efficiency operation points Otop2, Otop4. It is explanatory drawing which shows a mode that the rotation speed Neun2 and the torque Teun2, the rotation speed Neun4, and the torque Teun4 of the engine 22 are set. It is explanatory drawing which shows an example of the collinear diagram which shows the dynamic relationship between the rotation speed and torque in the rotation element of the planetary gear 30 when drive | working in non-locking 2 cylinder mode or non-locking 4 cylinder mode. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification.

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

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as an embodiment of the present invention. As shown in the drawing, the hybrid vehicle 20 of the embodiment includes an engine 22 that outputs power using gasoline or light oil as a fuel, an engine electronic control unit (hereinafter referred to as an engine ECU) 24 that controls the drive of the engine 22, an engine, and the like. A carrier 34 is connected to a crankshaft 26 as an output shaft 22 via a damper 28 and a plurality of pinion gears 33 is connected to the crankshaft 26, and is connected to drive wheels 63a and 63b via a differential gear 62 and a gear mechanism 60. A planetary gear 30 in which a ring gear 32 is connected to a ring gear shaft 32a as a shaft, a motor MG1 configured as a known synchronous generator motor and having a rotor connected to the sun gear 31 of the planetary gear 30, and a rotating shaft 31a of the motor MG1. Connected brake B1, for example well-known A motor MG2 configured as a synchronous generator motor and having a rotor connected to a ring gear shaft 32a as a drive shaft via a reduction gear 35, inverters 41 and 42 for driving the motors MG1 and MG2, and inverters 41 and 42 A motor electronic control unit (hereinafter referred to as “motor ECU”) 40 that controls the motors MG1 and MG2 by controlling the motor MG1, MG2, and the motors MG1 and MG2 that are configured as, for example, lithium ion secondary batteries via inverters 41 and 42. A battery 50 that exchanges electric power, a battery 50 that is configured as, for example, a lithium ion secondary battery and exchanges electric power with the motors MG1 and MG2 via inverters 41 and 42, and an electronic control unit for a battery that manages the battery 50 (hereinafter, referred to as a battery 50). 52) and the entire vehicle The hybrid electronic control unit for controlling (hereinafter, referred to HVECU) includes a 70.

  The engine 22 is configured as a variable cylinder type four-cylinder engine that can be operated with some cylinders deactivated. In the embodiment, the engine 22 is configured to be operable with two cylinders deactivated. It was supposed to be. Hereinafter, a case where the two cylinders of the engine 22 are deactivated and the two cylinders are operated (explosion combustion) and operated is referred to as a two-cylinder operation, and a case where the four cylinders of the engine 22 are operated and operated is a four-cylinder operation. May be called. When operating with some cylinders of the engine 22 deactivated, the pumping loss is reduced by holding the intake valves and exhaust valves corresponding to the deactivated cylinders (hereinafter referred to as deactivated cylinders) in a fully closed state. The fuel consumption is suppressed by stopping the fuel supply to the idle cylinder.

  The brake B1 is configured to mechanically fix the rotation shaft 31a of the motor MG1. The brake B1 is not limited to a mechanically fixed one as long as the rotation shaft of the motor MG1 can be fixed. For example, an electromagnetically locked one (for example, a motor) may be used. Good.

  Although not shown, the engine ECU 24 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . The engine ECU 24 receives signals from various sensors that detect the operating state of the engine 22, for example, a water temperature sensor that detects the crank position θcr from the crank position sensor that detects the rotational position of the crankshaft 26 and the coolant temperature of the engine 22. From the cam position sensor for detecting the cooling water temperature Tw from the cylinder, the in-cylinder pressure Pin from the pressure sensor installed in the combustion chamber, the rotational position of the intake valve for intake and exhaust to the combustion chamber and the camshaft for opening and closing the exhaust valve Position θca, throttle position TP from a throttle valve position sensor that detects the position of the throttle valve, intake air amount Qa from an air flow meter attached to the intake pipe, intake air temperature Ta from a temperature sensor also attached to the intake pipe, Installed in the exhaust system The air-fuel ratio AF from the air-fuel ratio sensor and the oxygen signal O2 from the oxygen sensor attached to the exhaust system are input via the input port, and the engine ECU 24 is for driving the engine 22. Various control signals, such as the drive signal to the fuel injection valve, the drive signal to the throttle motor that adjusts the throttle valve position, the control signal to the ignition coil integrated with the igniter, and the opening / closing timing of the intake valve can be changed A control signal to the variable valve timing mechanism is output via the output port. The engine ECU 24 is in communication with the HVECU 70, controls the operation of the engine 22 by a control signal from the HVECU 70, and outputs data related to the operation state of the engine 22 to the HVECU 70 as necessary. The engine ECU 24 also calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22 based on a signal from a crank position sensor (not shown) attached to the crankshaft 26.

  Although not shown, the motor ECU 40 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . The motor ECU 40 receives signals necessary for driving and controlling the motors MG1 and MG2, for example, rotational positions θm1 and θm2 from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and not shown. A phase current applied to the motors MG1 and MG2 detected by the current sensor is input via the input port, and the motor ECU 40 outputs a switching control signal to switching elements (not shown) of the inverters 41 and 42. It is output through the port. The motor ECU 40 is in communication with the HVECU 70, controls the driving of the motors MG1 and MG2 by a control signal from the HVECU 70, and outputs data related to the operating state of the motors MG1 and MG2 to the HVECU 70 as necessary. The motor ECU 40 also calculates the rotational angular velocities ωm1, ωm2 and the rotational speeds Nm1, Nm2 of the motors MG1, MG2 based on the rotational positions θm1, θm2 of the rotors of the motors MG1, MG2 from the rotational position detection sensors 43, 44. ing.

  Although not shown, the battery ECU 52 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . The battery ECU 52 is attached to a signal necessary for managing the battery 50, for example, an inter-terminal voltage Vb from a voltage sensor 51a installed between terminals of the battery 50 or an electric power line connected to an output terminal of the battery 50. The charging / discharging current Ib from the current sensor 51b, the battery temperature Tb from the temperature sensor 51c attached to the battery 50, and the like are input, and data relating to the state of the battery 50 is transmitted to the HVECU 70 by communication as necessary. . Further, the battery ECU 52 is a ratio of the capacity of electric power that can be discharged from the battery 50 at that time based on the integrated value of the charge / discharge current Ib detected by the current sensor 51b in order to manage the battery 50. The power storage ratio SOC is calculated, and the input / output limits Win and Wout that are the maximum allowable power that may charge / discharge the battery 50 are calculated based on the calculated power storage ratio SOC and the battery temperature Tb. 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.

  The HVECU 70 is configured as a microprocessor centered on the CPU 72, and includes a ROM 74 that stores a processing program, a RAM 76 that temporarily stores data, an input / output port, and a communication port in addition to the CPU 72. The HVECU 70 includes an ignition signal from the ignition switch 80, a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator opening degree from the accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. Acc, the brake pedal position BP from the brake pedal position sensor 86 that detects 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. From the HVECU 70, a drive signal to the brake B1 is output via an output port. As described above, the HVECU 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.

  Next, the operation of the hybrid vehicle 20 of the embodiment configured in this way, particularly the operation when traveling while driving the engine 22 will be described. 2 and 3 are flowcharts illustrating an example of a travel mode setting routine executed by the HVECU 70 of the embodiment. This routine is repeatedly executed at predetermined time intervals (for example, every several msec) when traveling while the engine 22 is operating. In the embodiment, as the travel mode, a predetermined lock that locks the rotating shaft 31a of the motor MG1 by the brake B1 is performed and the engine 22 travels while the engine 22 is operated by two cylinders. 4-cylinder mode for driving while operating 4 cylinders, non-locking 2-cylinder mode for driving with 2-cylinder operation of engine 22 without performing predetermined locking, and traveling with 4-cylinder operation of engine 22 without performing predetermined locking The non-locking four-cylinder mode is considered. In the embodiment, when the predetermined lock is performed, the inverter 41 is gate-blocked (all switching elements are turned off) in order to reduce power consumption (loss) by the motor MG1 and the inverter 41.

  When the travel mode setting routine is executed, first, the CPU 72 of the HVECU 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speeds Nm1, Nm2, and the battery 50 of the motors MG1, MG2. The process of inputting data such as the storage ratio SOC and the input / output limits Win and Wout is executed (step S100). Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. To do. Further, the storage rate SOC of the battery 50 is calculated from the integrated value of the charge / discharge current Ib of the battery 50 detected by the current sensor 51b, and is input from the battery ECU 52 by communication. Further, the input / output restrictions Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 detected by the temperature sensor 51 and the storage ratio SOC of the battery 50, and are input from the battery ECU 52 by communication. It was. The input / output limits Win and Wout of the battery 50, the temporary charge / discharge required powers Pbtmp2, Pbtmp4, the battery power limits Pbmin, Pbmax, the charge / discharge required powers Pbun2, Pbnr4, and the like are positive on the side that discharges from the battery 50. Value.

  When the data is input in this way, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft 36 is set based on the input accelerator opening Acc and the vehicle speed V, and the required torque Tr * of the ring gear shaft 32a is set to the set required torque Tr *. A traveling power Pdrv * to be output to the ring gear shaft 32a (required for traveling) to be multiplied by the rotational speed Nr is calculated (step S110). Here, in the embodiment, the required torque Tr * is stored in the ROM 74 as a required torque setting map by predetermining the relationship among the accelerator opening Acc, the vehicle speed V, and the required torque Tr *. When the vehicle speed V is given, the corresponding required torque Tr * is derived and set from the stored map. An example of the required torque setting map is shown in FIG. Further, the rotational speed Nr of the ring gear shaft 32a is obtained by multiplying the vehicle speed V by a conversion factor k (Nr = k · V), or the rotational speed Nm2 of the motor MG2 is divided by the gear ratio Gr of the reduction gear 35 ( Nr = Nm2 / Gr).

  Subsequently, when a predetermined lock is performed by the following equation (1) using the rotational speed Nr (= Nm2 / Gr) of the ring gear shaft 32a, the gear ratio ρ of the planetary gear 30 and the gear ratio Gr of the reduction gear 35 (locking) The rotation speed Ne of the engine 22 (when traveling in the 2-cylinder mode or the lock 4-cylinder mode) (hereinafter referred to as the rotation speed Nero) is calculated (step S120). FIG. 5 is an explanatory diagram showing an example of a collinear diagram showing the relationship between the rotational speeds of the rotating elements of the planetary gear 30 when predetermined locking is performed. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by dividing the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. Expression (1) can be easily derived by using the alignment chart of FIG.

  Nelo = Nm2 / ((1 + ρ) ・ Gr) (1)

  Then, the rotation speed Nelo of the engine 22 when performing the predetermined lock is compared with a lower limit rotation speed Nemin (for example, 900 rpm, 1000 rpm, 1100 rpm, etc.) when the engine 22 is operated (step S130). This process is a process for determining whether or not the vehicle can run in the lock 2-cylinder mode or the lock 4-cylinder mode.

  When the rotational speed Nelo of the engine 22 when performing the predetermined lock is equal to or higher than the lower limit rotational speed Nemin of the engine 22, it is determined that the vehicle can run in the lock 2-cylinder mode or the lock 4-cylinder mode. Then, based on the two-cylinder operation line and the rotation speed Nelo of the engine 22 when performing a predetermined lock, the torque Te of the engine 22 corresponding to the rotation speed Nelo of the engine 22 in the two-cylinder operation line (hereinafter referred to as torque Teloli2). ) Is set (step S140), and the torque of the engine 22 corresponding to the rotational speed Nelo of the engine 22 in the four-cylinder operation line based on the four-cylinder operation line and the rotational speed Nelo of the engine 22 when performing the predetermined lock. Te (hereinafter referred to as torque Teloli4) is set (step S150). Here, the 2-cylinder operation line and the 4-cylinder operation line are lines that define the relationship between the rotational speed Ne of the engine 22 and the torque Te, respectively, which can efficiently operate the engine 22 in 2-cylinder operation and 4-cylinder operation, respectively. . FIG. 6 is an explanatory diagram showing an example of the 2-cylinder operation line and the 4-cylinder operation line, and how to set the torques Teloli 2 and Teloli 4 corresponding to the rotational speed Nero in the 2-cylinder operation line and the 4-cylinder operation line. As shown in the figure, the torques Teloli 2 and Teloli 4 can be obtained as the intersections of the 2-cylinder operation line and the 4-cylinder operation line with the rotational speed Nelo of the engine 22 when performing a predetermined lock, respectively. In FIG. 6, for reference, the operating points at which the engine 22 can be operated most efficiently by two-cylinder operation and four-cylinder operation (hereinafter referred to as the highest efficiency operation points) Otop2, Otop4 and the engine 22 are operated by two cylinders. An example of an efficiency curve showing the efficiency of the engine 22 when operating four cylinders as a contour line is also shown.

  Subsequently, by using the rotational speed Nelo of the engine 22 when the predetermined locking is performed, the traveling power Pdrv *, and the input / output limits Win and Wout of the battery 50, the predetermined locking is performed according to the following expressions (2) and (3). The lock battery torque limits Teminb and Temaxb are calculated as upper and lower limits of the torque Te of the engine 22 when performing the above (when traveling in the lock 2-cylinder mode or the lock 4-cylinder mode) (step S160). As can be seen from the nomogram of FIG. 5, when the predetermined lock is performed, the rotational speed Nm1 of the motor MG1 is 0 and the power consumption (generated power) is 0. Therefore, the power of the engine 22 (rotational speed Ne and torque The shortage (excess) of the travel power Pdrv * (product of Te) is discharged from the battery 50 and consumed by the motor MG2 (generated by the motor MG2 and charged to the battery 50). The lock battery torque limits Teminb and Temaxb are such that the power consumption (generated power) of the motor MG2, that is, the charge / discharge power of the battery 50 falls within the range of the input / output limits Win and Wout (the battery 50 is not charged / discharged with excessive power). In order to achieve this, it is used in the processing described later.

Teminb = (Pdrv * -Wout) / Nelo (2)
Temaxb = (Pdrv * -Win) / Nelo (3)

  Next, lock two-cylinder torque limits Temin2 and Temax2 are set based on the two-cylinder allowable range including the two-cylinder operation line and the engine speed Nelo when the predetermined lock is performed (step S170). Here, the two-cylinder allowable range defines the relationship between the rotational speed Ne of the engine 22 and the torque Te, which is about several percent lower in efficiency than the two-cylinder operation line on the high torque side and the low torque side as viewed from the two-cylinder operation line. This is the range between the two cylinder upper limit line and the two cylinder lower limit line. Further, the lock two-cylinder torque limit Temin2 and Temax2 are upper and lower limits of the torque Te of the engine 22 that allows the engine 22 to be operated in two cylinders with some efficiency when traveling in the lock two-cylinder mode. FIG. 7 is an explanatory diagram showing an example of the two-cylinder upper limit line and the two-cylinder lower limit line and how the lock two-cylinder torque limit Temin2, Temax2 is set. As shown in the figure, the lock two-cylinder torque limits Temin2 and Temax2 can be obtained as intersections of the two-cylinder lower limit line and the two-cylinder upper limit line and the engine speed Nelo when performing the predetermined lock, respectively. In FIG. 7, for reference, a 2-cylinder operation line, a 4-cylinder operation line, a lock battery torque limit Teminb, Temaxb, a torque Teloli 2 corresponding to the rotational speed Nero in the 2-cylinder operation line, and the like are also illustrated.

  When the lock 2-cylinder torque limit Temin2, Temax2 is set in this way, the lock 2-cylinder flag Flo2 is set based on the lock battery torque limit Teminb, Temaxb and the lock 2-cylinder torque limit Temin2, Temax2 (step S180). Here, the lock two-cylinder flag Flo2 is a flag that indicates whether or not the battery 50 can be driven in the lock two-cylinder mode while operating the two-cylinder engine to some extent efficiently without being charged and discharged with excessive electric power. In the example, the range of the lock battery torque limit Teminb, Temaxb (see the solid line arrow in FIG. 7, hereinafter referred to as the lock battery torque range) and the range of the lock two-cylinder torque limit Temin2, Temax2 (see the broken line arrow in FIG. 7, hereinafter referred to as the lock). When the two-cylinder torque range overlaps at least partly, a value 1 is set in the lock two-cylinder flag Flo2, and when both ranges do not overlap at all, a value 0 is set in the lock two-cylinder flag Flo2. FIG. 7 illustrates a case where the value 1 is set to the lock two-cylinder flag Flo2 by overlapping both ranges at least partially.

  Subsequently, the lock four-cylinder torque limit Temin4, Temax4 is set based on the four-cylinder allowable range including the four-cylinder operation line and the rotational speed Nelo of the engine 22 when the predetermined lock is performed (step S190). Here, the 4-cylinder allowable range defines the relationship between the rotational speed Ne of the engine 22 and the torque Te, which is about several percent lower in efficiency than the 4-cylinder operation line on the high torque side and the low torque side as viewed from the 4-cylinder operation line. This is a range between the 4-cylinder upper limit line and the 4-cylinder lower limit line. The lock four-cylinder torque limit Temin4, Temax4 is the upper and lower limits of the torque Te of the engine 22 that allows the engine 22 to be operated to four cylinders with some efficiency when traveling in the lock four-cylinder mode. FIG. 8 is an explanatory diagram showing an example of the 4-cylinder upper limit line and the 4-cylinder lower limit line and how the lock 4-cylinder torque limit Temin4, Temax4 is set. As shown in the figure, the lock four-cylinder torque limits Temin4 and Temax4 can be obtained as intersections of the four-cylinder lower limit line and the four-cylinder upper limit line, respectively, and the rotational speed Nelo of the engine 22 when performing a predetermined lock. In FIG. 8, for reference, a 2-cylinder operation line, a 4-cylinder operation line, a lock battery torque limit Teminb, Temaxb, a torque Teloli4 corresponding to the rotational speed Nero in the 4-cylinder operation line, and the like are also illustrated.

  When the lock 4-cylinder torque limit Temin4, Temax4 is set in this way, the lock 4-cylinder flag Flo4 is set based on the lock battery torque limit Teminb, Temaxb and the lock 4-cylinder torque limit Temin4, Temax4 (step S200). Here, the lock four-cylinder flag Flo4 is a flag indicating whether or not the battery 50 can be driven in the lock four-cylinder mode while operating the engine 22 with four cylinders to some extent efficiently without being charged and discharged with excessive power. In the example, the lock battery torque range (see the solid line arrow in FIG. 8) and the lock four cylinder torque limit Temin4, Temax4 range (see the broken line arrow in FIG. 8, hereinafter referred to as the lock four cylinder torque range) overlap at least partially. When the value is set, the lock 4 cylinder flag Flo4 is set to the value 1, and when both ranges do not overlap at all, the lock 4 cylinder flag Flo4 is set to the value 0. FIG. 8 illustrates a case where the value is set to 1 in the lock four-cylinder flag Flo4 because both ranges overlap at least partially.

  Next, the values of the lock 2-cylinder flag Flo2 and the lock 4-cylinder flag Flo4 are examined (step S210). When at least one of the lock 2-cylinder flag Flo2 and the lock 4-cylinder flag Flo4 has a value 1, the value of the lock 2-cylinder flag Flo2 is checked (step S220). When the lock 2-cylinder flag Flo2 has a value 1, As shown in Expression (4), the torque Teloli2 set in step S140 is limited by the lock battery torque limits Teminb and Temaxb, and the torque Te of the engine 22 when traveling in the lock two-cylinder mode (hereinafter referred to as torque Telo2). Is set (step S230), and when the lock 2-cylinder flag Flo2 is 0, the process of step S230 is not executed. Subsequently, the value of the lock four-cylinder flag Flo4 is checked (step S240). When the lock four-cylinder flag Flo4 is 1, the torque Teloli4 set in step S150 is set to the lock battery torque limit Teminb as shown in the equation (5). , Temaxb and the torque Te of the engine 22 (hereinafter referred to as torque Telo4) when traveling in the lock four-cylinder mode is set (step S230), and when the lock four-cylinder flag Flo4 is 0, step S250 Do not execute processing.

Telo2 = max (min (Teloli2, Temaxb), Teminb) (4)
Telo4 = max (min (Teloli4, Temaxb), Teminb) (5)

  Equation (4) sets the torque Teloli2 to the torque Telo2 when the torque Teloli2 is within the lock battery torque range, and is close to the torque Teloli2 among the lock battery torque limits Teminb and Temaxb when the torque Teloli2 is outside the lock battery torque range. This is a process of setting the torque Telo2. The torque Telo2 set in this way is a torque within the lock battery torque range and within the lock two-cylinder torque range. Further, since Expression (5) is the same as Expression (4), the torque Telo4 is a torque within the lock battery torque range and within the lock 4-cylinder torque range.

  Next, the values of the lock 2-cylinder flag Flo2 and the lock 4-cylinder flag Flo4 are checked again (step S260). When the lock 2-cylinder flag Flo2 is 1 and the lock 4-cylinder flag Flo4 is 0, it is determined to run in the lock 2-cylinder mode (step S300), and this routine ends. If it is decided to run in the lock two-cylinder mode, the brake B1 is turned on, the inverter 41 is shut off, and the engine 22 is operated at 2 at the operation point (hereinafter referred to as the lock two-cylinder operation point) consisting of the rotational speed Nelo and the torque Telo2. The first control is executed to control the required torque Tr * (travel power Pdrv *) to be output to the ring gear shaft 32a while the cylinder is operated. As a result, the engine 22 can be operated in two cylinders efficiently to some extent, and the battery 50 can be prevented from being charged / discharged with excessive electric power. Hereinafter, the first control will be specifically described.

  In the first control, the HVECU 70 sets the rotational speed Nelo and the torque Telo2 of the engine 22 to the target rotational speed Ne * and the target torque Te * of the engine 22, and sets the target torque Te *, the required torque Tr *, and the planetary gear 30. Using the gear ratio ρ and the gear ratio Gr of the reduction gear 35, a torque command Tm2 * as a torque to be output from the motor MG2 is set by the following equation (6), a two-cylinder operation command, a target rotational speed Ne *, a target Torque Te * is transmitted to the engine ECU 24, and a torque command Tm2 * of the motor MG2 and a gate cutoff command of the inverter 41 are transmitted to the motor ECU 40, and the brake B1 is turned on (the state is maintained when it is on). FIG. 9 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the rotational speed and torque in the rotating elements of the planetary gear 30 when traveling in the lock 2-cylinder mode or the lock 4-cylinder mode. In the figure, two thick arrows on the R axis indicate torque that is output from the engine 22 and acts on the ring gear shaft 32a via the planetary gear 30, and that is output from the motor MG2 and acts on the ring gear shaft 32a via the reduction gear 35. Torque. Equation (6) can be easily derived by using the alignment chart of FIG. The engine ECU 24 that has received the two-cylinder operation command, the target rotational speed Ne *, and the target torque Te * receives the engine 22 at an operating point (in this case, a locked two-cylinder operating point) that includes the target rotational speed Ne * and the target torque Te *. The intake air amount control, fuel injection control, ignition control, and the like of the engine 22 are performed so that the two cylinders are operated. The motor ECU 40 that has received the torque command Tm2 * of the motor MG2 and the gate cutoff command of the inverter 41 performs switching control of a switching element (not shown) of the inverter 42 so that the motor MG2 is driven by the torque command Tm2 *. 41 is shut off (all switching elements are turned off). With this control, the engine 22 is operated to a two-cylinder efficiency with the rotating shaft 31a of the motor MG1 locked, and the required torque Tr * (traveling power Pdrv *) while preventing the battery 50 from being charged and discharged with excessive power. Can be output to the ring gear shaft 32a to travel.

  Tm2 * = (Tr * -Te * / (1 + ρ)) / Gr (6)

  When the lock 2-cylinder flag Flo2 is 0 and the lock 4-cylinder flag Flo4 is 1 in step S260, it is determined that the vehicle is traveling in the lock 4-cylinder mode (step S310), and this routine is terminated. If it is decided to run in the lock 4-cylinder mode in this way, the brake B1 is turned on, the inverter 41 is shut off, and the engine 22 is operated at 4 operating points (hereinafter referred to as the locking 4-cylinder operating point) consisting of the rotational speed Nelo and the torque Telo4. The second control is executed to control the required torque Tr * (travel power Pdrv *) to be output to the ring gear shaft 32a while the cylinder is operated. As a result, the engine 22 can be operated in four cylinders with some efficiency, and the battery 50 can be prevented from being charged and discharged with excessive power. Hereinafter, the second control will be specifically described.

  In the second control, the HVECU 70 sets the rotational speed Nelo and the torque Telo4 of the engine 22 to the target rotational speed Ne * and the target torque Te * of the engine 22, and sets the torque command Tm2 * of the motor MG2 by the above-described equation (6). Set, send the 4-cylinder operation command, target rotational speed Ne *, and target torque Te * to the engine ECU 24, and send the torque command Tm2 * of the motor MG2 and the gate cutoff command of the inverter 41 to the motor ECU 40 to turn on the brake B1 (The state is maintained when it is on). The engine ECU 24 that has received the four-cylinder operation command, the target rotational speed Ne *, and the target torque Te * receives the engine 22 at an operating point (in this case, a locked four-cylinder operating point) consisting of the target rotational speed Ne * and the target torque Te *. The intake air amount control, fuel injection control, ignition control, and the like of the engine 22 are performed so that the four cylinders are operated. With such control, the engine 22 is operated to four cylinders with a certain degree of efficiency while the rotation shaft 31a of the motor MG1 is locked, and the required torque Tr * (travel power Pdrv *) while preventing the battery 50 from being charged and discharged with excessive power. Can be output to the ring gear shaft 32a to travel.

  When the lock 2-cylinder flag Flo2 and the lock 4-cylinder flag Flo4 are both 1 in step S260, the drive system for running in the lock 2-cylinder mode based on the lock 2-cylinder operation point (rotation speed Nelo, torque Telo2) ( When calculating the energy consumption Elo2 of the engine 22, the motors MG1, MG2, and the battery 50 (step S270) and traveling in the lock four-cylinder mode based on the lock four-cylinder operation point (rotation speed Nelo, torque Telo4) The energy consumption Elo4 of the driving system is calculated (step S280). Here, as shown in the following equations (7) and (8), the energy consumption amounts Elo2 and Elo4 respectively operate the engine 22 in the two-cylinder operation and the four-cylinder operation at the lock two-cylinder operation point and the lock four-cylinder operation point. The fuel consumption Qflo2, Qflo4 of the engine 22 at the time and the charge / discharge power Wblo2, Wblo4 of the battery 50 when the engine 22 is operated in the two-cylinder operation and the four-cylinder operation at the lock two-cylinder operation point and the lock four-cylinder operation point It was calculated as the sum of values (Wblo2 · kwq) and (Wblo4 · kwq) multiplied by a conversion coefficient kwq for conversion to fuel consumption. The fuel consumption amounts Qflo2 and Qflo4 are obtained by setting the lock two-cylinder operation point and the lock four-cylinder operation point to the relationship determined by experiments in advance between the lock two-cylinder operation point, the lock four-cylinder operation point, and the fuel consumption amounts Qflo2 and Qflo4, respectively. It was derived by applying. Further, as the charge / discharge power Wblo2 and Wblo4 of the battery 50, values obtained by subtracting the power (Nelo · Telo2) and (Nelo · Telo4) of the engine 22 from the traveling power Pdrv * are used. The conversion coefficient kwq is, for example, the difference between the total fuel consumption of the engine 22 and the amount of change in the storage ratio SOC of the battery 50 (the amount of change between the start time and the end time) when traveling in a travel pattern such as the 10.15 mode. It can be determined in consideration of the relationship.

Elo2 = Qflo2 + Wblo2 ・ kwq (7)
Elo4 = Qflo4 + Wblo4 ・ kwq (8)

  When the energy consumption amounts Elo2 and Elo4 are calculated in this way, they are compared (step S290), and when the energy consumption amount Elo2 is equal to or less than the energy consumption amount Elo4, it is determined that the vehicle travels in the locked two-cylinder mode (step S300). When the energy consumption amount Elo2 is larger than the energy consumption amount Elo4, it is determined that the vehicle travels in the lock 4-cylinder mode (step S310), and this routine is terminated. As described above, the first control is executed when it is determined to travel in the lock 2-cylinder mode, and the second control is executed when it is determined to travel in the lock 4-cylinder mode. By determining whether to drive in the lock 2-cylinder mode or the lock 4-cylinder mode as described above, the energy consumption of the drive system can be further suppressed.

  If the rotational speed Nelo of the engine 22 when performing the predetermined lock in step S130 is less than the lower limit rotational speed Nemin, it is determined that the vehicle cannot travel in the lock 2-cylinder mode or the lock 4-cylinder mode. Further, when both the lock 2-cylinder flag Flo2 and the lock 4-cylinder flag Flo4 are 0 in step S210, the engine 22 travels in the lock 2-cylinder mode or the lock 4-cylinder mode while operating the cylinder 22 to some extent efficiently. Judge that you can not.

  At these times, based on the traveling power Pdrv * and the storage ratio SOC of the battery 50, the charge / discharge required power Pb * (hereinafter referred to as charge / discharge required power Pbun2) of the battery 50 when traveling in the non-locking two-cylinder mode. (Step S320), and the required power Pe * (hereinafter referred to as the required power Pe * of the engine 22 when traveling in the non-locking two-cylinder mode) by subtracting the set charge / discharge required power Pbun2 of the battery 50 from the travel power Pdrv *. , Expressed as required power Peun2) (step S330). Subsequently, based on the traveling power Pdrv * and the storage ratio SOC of the battery 50, the charging / discharging required power Pb * of the battery 50 when traveling in the non-locking four-cylinder mode (hereinafter, referred to as charging / discharging required power Pbun4). Is set (step S340), the charge / discharge required power Pbun4 of the battery 50 is subtracted from the travel power Pdrv *, and the required power Pe * (hereinafter referred to as required power) of the engine 22 when traveling in the non-locking four-cylinder mode. (Denoted as Peun4) is calculated (step S350).

  Here, the charging / discharging required powers Pbun2 and Pbun4 of the battery 50 are the engine 22 when the engine 22 is operated in the two-cylinder operation and the four-cylinder operation from the driving power Pdrv * at the highest efficiency operation points Otop2 and Otop4, respectively. The temporary charge / discharge required powers Pbtmp2, Pbtmp4 are set based on the values (Pdrv * -Petop2) and (Pdrv * -Petop4) obtained by subtracting the powers Petop2, Petp4, and the power limit Pbmin, Pbmax is set, and as shown in the following formulas (9) and (10), the provisional charge / discharge required powers Pbtmp2 and Pbtmp4 are limited by the power limits Pbmin and Pbmax. Note that the power Petop2 of the engine 22 is set to, for example, 8 kW, 10 kW, and 12 kW, and the power Petop4 of the engine 22 is set to, for example, 18 kW, 20 kW, and 22 kW. Therefore, the value (Pdrv * -Petop2) is larger than the value (Pdrv * -Petop4). The power limits Pbmin and Pbmax are the same regardless of whether the engine 22 is operated in two cylinders or four cylinders.

Pbun2 = max (min (Pbtmp2, Pbmax), Pbmin) (9)
Pbun4 = max (min (Pbtmp4, Pbmax), Pbmin) (10)

  In the embodiment, the temporary charge / discharge required powers Pbtmp2 and Pbtmp4 have the relationship between the value (Pdrv * -Petop2) and the temporary charge / discharge required power Pbtmp2, and the relationship between the value (Pdrv * -Petop4) and the temporary charge / discharge required power Pbtmp4. The same tendency is determined in advance and stored in the ROM 74 as a temporary charge / discharge required power setting map. When values (Pdrv * -Petop2) and (Pdrv * -Petop4) are given, the corresponding temporary charge / discharge required power Pbtmp2 is determined from the map. , Pbtmp4 is derived and set. An example of the temporary charge / discharge required power setting map is shown in FIG. As shown in the figure, the temporary charge / discharge required powers Pbtmp2 and Pbtmp4 are set to 0 when the values (Pdrv * -Petop2) and (Pdrv * -Petop4) are 0, and the values (Pdrv * -Petop2) and (Pdrv) When the value of * -Petop4) is a negative value, the value (Pdrv * -Petop2) and (Pdrv * -Petop4) are smaller (larger in absolute value) and smoothly change from a value 0 toward a negative predetermined power Pch. When the predetermined power Pch is reached, it is set to be held, and when the values (Pdrv * -Petop2) and (Pdrv * -Petop4) are positive values, the values (Pdrv * -Petop2) and (Pdrv * -Petop4) The larger the value, the smoother the change from the value 0 toward the positive predetermined power Pdis, and the predetermined power Pdis is reached. It is set to be held. This is because the required powers Peun2 and Peun4 of the engine 22 are made to approach the powers Petop2 and Petop4, respectively (the operation point of the engine 22 is made to approach the maximum efficiency operation points Otop2 and Otop4).

  In the embodiment, the power limits Pbmin and Pbmax are stored in the ROM 74 as a power limit setting map by predetermining the relationship between the storage ratio SOC of the battery 50 and the power limits Pbmin and Pbmax, and given the storage ratio SOC. The corresponding power limits Pbmin and Pbmax are derived from the stored map and set. An example of the power limit setting map is shown in FIG. As shown in the figure, the power limit Pbmin is set to a predetermined power Pch when the power storage ratio SOC is equal to or less than a predetermined ratio SOC * (for example, 55%, 60%, 65%, etc.), and the power storage ratio SOC is predetermined. When the ratio SOC * is higher, the higher the power storage ratio SOC, the smoother the change from the predetermined power Pch to the predetermined power Pdis, and the predetermined power Pdis is set to be held. The battery power limit Pbmax is set to a predetermined power Pdis when the storage ratio SOC is equal to or higher than the predetermined ratio SOC *, and when the storage ratio SOC is less than the predetermined ratio SOC *, the lower the storage ratio SOC, the lower the predetermined power Pdismax. It is set so as to be maintained when it changes smoothly toward Pch and reaches a predetermined power Pch. The power limits Pbmin and Pbmax are assumed such that when the storage ratio SOC is low, the charge / discharge request powers Pbun2 and Pbun4 are values on the charge side, and when the storage ratio SOC is high, the charge / discharge request powers Pbun2 and Pbun4 are the discharge side values. This is used to limit the required charge / discharge power Pbtmp2, Pbtmp4. By setting the charging / discharging request powers Pbun2, Pbun4 using the power limits Pbmin, Pbmax, the required powers Pun2, Pun4 of the engine 22 can be set so that the battery 50 is not overdischarged or overcharged. As described above, since the value (Pdrv * -Petop2) is larger than the value (Pdrv * -Petop4), the temporary charge / discharge required power Pbtmp2 is likely to be larger than the temporary charge / discharge required power Pbtmp4. . Therefore, the required charge / discharge power Pbun2 is likely to be larger than the required charge / discharge power Pbun4, and the required power Peun2 of the engine 22 is likely to be smaller than the required power Peun4. For reference, FIG. 12 shows an example of the relationship between the traveling power Pdrv * and the required powers Peun2, Peun4 of the engine 22, the 2-cylinder operation line, the 4-cylinder operation line, and the maximum efficiency operation points Otop2, Otop4.

  Subsequently, the rotational speed Ne and torque Te (hereinafter referred to as rotational speed Neun2 and torque Teun2) of the engine 22 when traveling in the non-locking two-cylinder mode using the 2-cylinder operation line and the required power Peun2 of the engine 22 are performed. At the same time (step S360), the rotational speed Ne and torque Te (hereinafter referred to as rotational speed Neun4 and torque) of the engine 22 when traveling in the non-locking four-cylinder mode using the 4-cylinder operation line and the required power Peun4 of the engine 22 are set. (Denoted Teun4) is set (step S370). FIG. 13 is an explanatory diagram showing how the rotational speed Neun2 and torque Teun2, and the rotational speed Neun4 and torque Teun4 of the engine 22 are set. As shown in the figure, the rotational speed Neun2 and the torque Teun2 of the engine 22 can be obtained as the intersection of the two-cylinder operation line and the curve where the required power Peun2 is constant, and the rotational speed Neun4 and the torque Ten4 of the engine 22 The operating line and the required power Peun4 can be obtained as an intersection of a certain curve. Hereinafter, an operation point composed of the rotational speed Neun2 and the torque Teun2 is referred to as an unlocked two-cylinder operation point, and an operation point composed of the rotational speed Neun4 and the torque Teun4 is referred to as an unlocked four-cylinder operation point.

  Based on the non-locking two-cylinder operation point (revolution speed Neun2, torque Teun2), the drive system energy consumption Eun2 when traveling in the non-locking two-cylinder mode is calculated (step S380), and the non-locking four-cylinder Based on the operating point (revolution speed Neun4, torque Teun4), the drive system energy consumption Eun4 when traveling in the non-locking four-cylinder mode is calculated (step S390). Here, as shown in the following equations (11) and (12), the energy consumption amounts Eun2 and Eun4 are respectively determined by a non-locking two-cylinder operation point and a non-locking four-cylinder operation point. The fuel consumption Qfun2 and Qfun4 of the engine 22 during operation, and the charge / discharge power Wbun2 of the battery 50 when the engine 22 is operated in two cylinders and four cylinders at the non-locking two-cylinder operation point and the non-locking four-cylinder operation point. It was calculated as the sum of values (Wbun2 · kwq) and (Wbun4 · kwq) obtained by multiplying Wbun4 by the conversion factor kwq. The fuel consumption amounts Qfun2 and Qfun4 are respectively set to a relationship determined by an experiment or the like between the non-locking two-cylinder operation point and the non-locking four-cylinder operation point and the fuel consumption amounts Qfun2 and Qfun4. It was derived by applying cylinder operating points. Further, the charge / discharge powers Wbun2 and Wbun4 of the battery 50 are the charge / discharge request powers Pbun2 and Pbun4 of the battery 50, respectively. In general, the fuel consumption Qfun2 of the engine 22 is smaller than the fuel consumption Qfun4. On the other hand, as described above, since the charge / discharge required power Pbun2 is likely to be larger than the charge / discharge required power Pbun4, the charge / discharge power Wbun2 of the battery 50 is likely to be larger than the charge / discharge power Wbun4. Therefore, the energy consumption Eun2 and the energy consumption Eun4 according to the extent that the fuel consumption Qfun2 is smaller than the fuel consumption Qfun4 and the extent that the charge / discharge required power Pbun2 is larger than the charge / discharge required power Pbun4. The magnitude relationship with is determined.

Eun2 = Qfun2 + Wbun2 ・ kwq (11)
Eun4 = Qfun4 + Wbun4 ・ kwq (12)

  When the energy consumption amounts Eun2 and Eun4 are calculated in this way, the two are compared (step S400). When the energy consumption amount Eun2 is less than or equal to the energy consumption amount Eun4, it is determined that the vehicle travels in the non-locking two-cylinder mode (step S410). The routine is terminated, and when the energy consumption amount Eun2 is larger than the energy consumption amount Eun4, it is determined that the vehicle travels in the non-locking four-cylinder mode (step S420), and this routine is terminated. When it is determined that the vehicle travels in the locked two-cylinder mode, the brake B1 is off, and the engine 22 is operated at the non-locked two-cylinder operation point consisting of the rotational speed Neun2 and the torque Teun2, and the required torque Tr * (travel power Pdrv) *) Is executed to control the output to the ring gear shaft 32a. Further, when it is determined that the vehicle travels in the locked four-cylinder mode, the brake B1 is turned off, and the engine 22 is operated at the non-locking four-cylinder operation point consisting of the rotational speed Neun4 and the torque Teun4, and the required torque Tr * (for traveling) The fourth control is executed to control the power Pdrv *) to be output to the ring gear shaft 32a. Thus, by determining whether to drive in the non-locking two-cylinder mode or to drive in the non-locking four-cylinder mode, the energy consumption of the drive system can be further suppressed. Hereinafter, the third control and the fourth control will be specifically described.

  In the third control, the HVECU 70 sets the rotational speed Neun2 and the torque Teun2 of the engine 22 to the target rotational speed Ne * and the target torque Te * of the engine 22, and sets the target rotational speed Ne * of the engine 22 and the rotation of the motor MG2. Using the number Nm2, the gear ratio ρ of the planetary gear 30 and the gear ratio Gr of the reduction gear 35, the target rotational speed Nm1 * of the motor MG1 is calculated by the following equation (13), and the calculated target rotational speed Nm1 * of the motor MG1 The torque command Tm1 * of the motor MG1 is calculated by the equation (14) using the input rotational speed Nm1 of the motor MG1, the target torque Te * of the engine 22 and the gear ratio ρ of the planetary gear 30. Here, Expression (13) is a dynamic relational expression for the rotating element of the planetary gear 30. FIG. 14 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the rotational speed and torque in the rotating element of the planetary gear 30 when traveling in the non-locking two-cylinder mode or the non-locking four-cylinder mode. The two thick arrows on the R-axis act on the ring gear shaft 32a via the planetary gear 30 and the torque acting on the ring gear shaft 32a via the planetary gear 30 and on the ring gear shaft 32a via the reduction gear 35 and outputted from the motor MG2. Torque. Expression (13) can be easily derived by using this alignment chart. Expression (14) is a relational expression in feedback control for rotating the motor MG1 at the target rotation speed Nm1 *. In Expression (14), “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 / (Gr ・ ρ) (13)
Tm1 * =-ρ ・ Te * / (1 + ρ) + k1 ・ (Nm1 * -Nm1) + k2 ・ ∫ (Nm1 * -Nm1) dt (14)

  Then, as shown in the following equation (15), the required torque Tr * is added with the torque command Tm1 * of the motor MG1 divided by the gear ratio ρ of the planetary gear 30 and further divided by the gear ratio Gr of the reduction gear 35. A temporary torque Tm2tmp as a temporary value of the torque to be output from the motor MG2 is calculated. As shown in the equations (16) and (17), the input / output limits Win and Wout of the battery 50 and the set torque command Tm1 * are set. As the upper and lower limits of the torque that may be output from the motor MG2 by dividing the difference from the power consumption (generated power) of the motor MG1 obtained by multiplying the current rotational speed Nm1 of the motor MG1 by the rotational speed Nm2 of the motor MG2. Torque limits Tm2min and Tm2max are calculated, and the temporary torque Tm2tmp is limited by the torque limits Tm2min and Tm2max according to equation (18). Setting the G2 torque command Tm2 * of the. Here, Expression (15) can be easily derived from the alignment chart of FIG.

Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (15)
Tm2min = (Win-Tm1 * ・ Nm1) / Nm2 (16)
Tm2max = (Wout-Tm1 * ・ Nm1) / Nm2 (17)
Tm2 * = max (min (Tm2tmp, Tm2max), Tm2min) (18)

  When the target rotational speed Ne * and target torque Te * of the engine 22 and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are thus set, the two-cylinder operation command, the target rotational speed Ne *, and the target torque Te * are sent to the engine ECU 24. At the same time, a torque command Tm2 * of the motor MG2 and a gate cutoff command of the inverter 41 are transmitted to the motor ECU 40, and the brake B1 is turned off (the state is maintained when it is off). The engine ECU 24 that has received the two-cylinder operation command, the target rotational speed Ne *, and the target torque Te * performs an engine operation at an operating point (in this case, an unlocked two-cylinder operating point) consisting of the target rotational speed Ne * and the target torque Te *. Intake air amount control, fuel injection control, ignition control, and the like of the engine 22 are performed so that the two cylinders 22 are operated. Receiving the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2, the motor ECU 40 controls the switching elements (not shown) of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *. . By such control, the required torque Tr * (travel power Pdrv *) is reduced while the engine 22 is efficiently operated in two cylinders without locking the rotating shaft 31a of the motor MG1 and the battery 50 is not charged / discharged with excessive power. The vehicle can travel by being output to the ring gear shaft 32a.

  In the fourth control, the HVECU 70 sets the rotational speed Neun4 and the torque Teun4 of the engine 22 to the target rotational speed Ne * and the target torque Te * of the engine 22, and the motors MG1 and MG2 according to the above formulas (13) to (18). Torque commands Tm1 * and Tm2 * are set, the 4-cylinder operation command, the target rotational speed Ne *, and the target torque Te * are transmitted to the engine ECU 24, and the torque command Tm2 * of the motor MG2 and the gate cutoff command of the inverter 41 are transmitted to the motor. This is transmitted to the ECU 40, and the brake B1 is turned off (the state is maintained when the brake B1 is off). The engine ECU 24 that has received the 4-cylinder operation command, the target rotational speed Ne *, and the target torque Te * performs an engine operation at an operating point (in this case, an unlocked 4-cylinder operating point) that includes the target rotational speed Ne * and the target torque Te *. Intake air amount control, fuel injection control, ignition control, and the like of the engine 22 are performed so that the 22 is operated in four cylinders. By such control, the required torque Tr * (travel power Pdrv *) is reduced while the engine 22 is efficiently operated in four cylinders without locking the rotating shaft 31a of the motor MG1 and the battery 50 is not charged / discharged with excessive power. The vehicle can travel by being output to the ring gear shaft 32a.

  According to the hybrid vehicle 20 of the embodiment described above, the engine 22 is operated at the lock two-cylinder operation point in the lock two-cylinder mode, which is composed of the rotation speed Nelo and the torque within the lock battery torque range and within the lock two-cylinder torque range. In addition, the first control for controlling the required torque Tr * to be output to the ring gear shaft 32a can be executed, and the engine 22 is in the lock four-cylinder mode and the torque within the lock battery torque range and the lock four-cylinder torque range. When the second control for controlling the required torque Tr * to be output to the ring gear shaft 32a can be executed while operating at the lock four-cylinder operation point consisting of the following, the energy consumption Elo2 of the drive system in the first control is the first The first control is executed when the energy consumption amount Elo4 or less of the drive system in two controls Since the second control is executed when the energy consumption Elo2 of the drive system in the first control is larger than the energy consumption Elo4 of the drive system in the second control, the power consumption (loss) by the motor MG1 and the inverter 41 is reduced. And energy consumption of the drive system can be further suppressed.

  Further, according to the hybrid vehicle 20 of the embodiment, when neither the first control nor the second control can be executed, the required torque Tr * is increased while the engine 22 is operated at the operating point of the two-cylinder operation line in the non-locking two-cylinder mode. In the third control for controlling to be output to the ring gear shaft 32a, the drive system energy consumption Eun2 is in the non-locking four-cylinder mode, and the engine 22 is operated at the operating point of the four-cylinder operation line while the required torque Tr * is changed to the ring gear shaft. The third control is executed when the energy consumption amount Eun4 of the drive system in the fourth control that is controlled to be output to 32a is less than or equal to the drive system energy consumption amount Eun2 in the third control. Since the fourth control is executed when the energy consumption amount Eun4 is greater than the energy consumption amount Un4, the energy consumption of the drive system can be further suppressed.

  In the hybrid vehicle 20 of the embodiment, is it possible to run in the lock 2-cylinder mode or the lock 4-cylinder mode by comparing the rotation speed Nelo of the engine 22 when performing predetermined locking with the lower limit rotation speed Nemin when operating the engine 22? However, the vehicle speed V may be compared with the threshold value Vref to determine whether the vehicle can travel in the lock 2-cylinder mode or the lock 4-cylinder mode. Here, the threshold value Vref is a vehicle speed V (for example, 55 km / h) corresponding to the rotational speed Nr (= Ne · (1 + ρ)) of the ring gear shaft 32a at which the rotational speed Ne of the engine 22 becomes the lower limit rotational speed Nemin when predetermined locking is performed. h, 60 km / h, 65 km / h, etc.) can be used.

  In the hybrid vehicle 20 of the embodiment, the torque Telo2 of the engine 22 when traveling in the locked two-cylinder mode locks the torque Teloli2 as an intersection of the two-cylinder operation line and the rotational speed Nelo of the engine 22 when performing predetermined locking. The battery torque limits Teminb and Temaxb are set to be limited. However, the vehicle speed V has a predetermined relationship among the vehicle speed V, the traveling power Pdrv *, and the charge / discharge request power Pblo2 (Win ≦ Pblo2 ≦ Wout) of the battery 50. And the travel power Pdrv * are applied to set the charge / discharge required power Pblo2, and a value obtained by subtracting the charge / discharge required power Pblo2 from the travel power Pdrv * (Pdrv * -Pblo2) is divided by the rotational speed Nelo. Lock the obtained torque 2 cylinder torque limit Temin2, Te It may be set to limit in ax2. Further, in consideration of the thermal efficiency of the engine 22 and the loss of the motors MG1, MG2, and the battery 50, etc., the torque that sets the best overall vehicle efficiency within the lock battery torque range and the lock two cylinder torque range is set. Also good. The torque Telo4 of the engine 22 when traveling in the lock 4-cylinder mode can be considered in the same manner as the torque Telo2.

  In the hybrid vehicle 20 of the embodiment, the two-cylinder allowable range (the range between the two-cylinder upper limit line and the two-cylinder lower limit line) is set as the same range regardless of whether or not the predetermined lock is currently performed. However, when the predetermined lock is currently performed, it is set so that it is wider in the vertical direction than when it is not currently performed (the two cylinder upper limit line is on the high torque side and the two cylinder lower limit line is on the low torque side). It may be a thing. In this way, it is possible to suppress the repeated start and end of the predetermined lock. The 4-cylinder allowable range (a range between the 4-cylinder upper limit line and the 4-cylinder lower limit line) can be considered in the same manner as the 2-cylinder allowable range.

  In the hybrid vehicle 20 of the embodiment, the 4-cylinder engine 22 capable of 2-cylinder operation and 4-cylinder operation is provided, but the 6-cylinder engine capable of 3-cylinder operation and 6-cylinder operation is provided. An 8-cylinder engine capable of 4-cylinder operation and 8-cylinder operation may be provided, or an 8-cylinder engine capable of 4-cylinder operation, 6-cylinder operation, and 8-cylinder operation may be provided. Even in these cases, the number of operating cylinders may be determined by the same method as in the embodiment. For example, when an eight-cylinder engine capable of four-cylinder operation, six-cylinder operation, and eight-cylinder operation is provided, the rotation shaft 31a of the motor MG1 is locked by the brake B1, and the engine is operated to some extent efficiently by four-cylinder operation, six-cylinder operation, The brake shaft 31a of the motor MG1 is locked by the brake B1 in consideration of whether or not the vehicle can run while operating the 8-cylinder operation and the energy consumption of the drive system when the engine is operated in the 4-cylinder operation, the 6-cylinder operation, and the 8-cylinder operation. It is only necessary to determine whether to perform 4-cylinder operation, 6-cylinder operation, or 8-cylinder operation.

  In the hybrid vehicle 20 of the embodiment, the brake B1 capable of fixing (stopping rotation) the rotation shaft 31a (the sun gear of the planetary gear 30) of the motor MG1 is provided, but two of the sun gear, the carrier, and the ring gear of the planetary gear 30 are provided. A clutch that can be connected may be provided. Even in this case, it is only necessary to determine whether or not the clutch is to be turned on (the sun gear, the carrier, and the ring gear are integrally rotated) by the same method as in the embodiment. For example, when a clutch capable of connecting the sun gear of the planetary gear 30 and the carrier is provided, the sun gear and the carrier are connected by this clutch (the sun gear, the carrier, and the ring gear are integrally rotated), and the engine is operated to a certain degree of efficiency with two cylinders. Considering whether or not the vehicle can run while operating the four cylinders and the energy consumption of the drive system when the engine is operated in two or four cylinders, whether or not the sun gear and the carrier are connected by this clutch, and the engine 22 It is only necessary to determine whether to perform 2-cylinder operation or 4-cylinder operation.

  In the hybrid vehicle 20 of the embodiment, the maximum efficiency operation points Otop2 and Otop4 for the two-cylinder operation and the four-cylinder operation are provided with the predetermined engine 22, but the stoichiometric combustion and the lean burn combustion It is good also as what has an engine (what is called a direct-injection engine and a lean burn engine) in which it is possible. In this case, it is possible to determine whether to burn by stoichiometric or lean burn by the same method as in the embodiment.

  In the hybrid vehicle 20 of the embodiment, the power from the motor MG2 is output to the ring gear shaft 32a as the drive shaft. However, as illustrated in the hybrid vehicle 120 of the modified example in FIG. 15, the power from the motor MG2 is output. It may be output to an axle (an axle connected to the wheels 64a and 64b in FIG. 15) different from the axle to which the drive shaft is connected (the axle to which the drive wheels 63a and 63b are connected).

  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 the “engine”, the motor MG1 corresponds to the “first motor”, the planetary gear 30 corresponds to the “planetary gear”, the brake B1 corresponds to the “lock mechanism”, and the motor MG2 It corresponds to a “second motor”, the battery 50 corresponds to a “battery”, and a combination of the HVECU 70, the engine ECU 24, and the motor ECU 40 corresponds to a “control unit”.

  Here, the “engine” is not limited to the engine 22 that outputs power using gasoline or light oil as a fuel, and may be any type of engine as long as the number of operating cylinders can be changed. Absent. The “first motor” is not limited to the motor MG1 configured as a synchronous generator motor, and may be any type of motor. The “planetary gear” is not limited to the planetary gear 30 (single pinion type planetary gear), but includes a drive shaft connected to the axle, such as a double pinion type planetary gear or a combination of a plurality of planetary gears. Any type of planetary gear may be used as long as three rotating elements are connected to the output shaft of the engine and the rotating shaft of the first motor. The “lock mechanism” is not limited to the brake B1, and any type of lock mechanism may be used as long as it can lock the rotation shaft of the first motor. The “second motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any type of motor as long as the rotary shaft is connected to the drive shaft. The “battery” is not limited to the battery 50 configured as a lithium ion secondary battery, and the first motor, the second motor, and the electric power such as a nickel hydride secondary battery, a nickel cadmium secondary battery, and a lead storage battery. Any type of battery may be used as long as the exchange is possible. The “control means” is not limited to the combination of the HVECU 70, the engine ECU 24, and the motor ECU 40, and may be configured by a single electronic control unit. Further, as the “control means”, in the locked two-cylinder mode, the engine 22 is operated at a locked two-cylinder operating point having a rotational speed Nelo and a torque within the locked battery torque range and within the locked two-cylinder torque range. The first control can be executed so that * is output to the ring gear shaft 32a, and the engine 22 in the lock four-cylinder mode is locked with the rotational speed Nero and the torque within the lock battery torque range and the lock four-cylinder torque range. When the second control for controlling the required torque Tr * to be output to the ring gear shaft 32a while operating at the four-cylinder operating point can be executed, the energy consumption Elo2 of the drive system in the first control is The first control is executed when the energy consumption Elo4 or less of the drive system, and the drive system in the first control is When the energy consumption amount Elo2 is larger than the energy consumption amount Elo4 of the drive system in the second control, it is not limited to executing the second control, but a predetermined lock that is a lock of the rotary shaft of the first motor by the lock mechanism. The engine, the first motor, the second motor, and the lock mechanism are controlled so that the required torque is output to the drive shaft when the engine is operated or not performed, and the state of the vehicle including the required torque and the operation of the engine are controlled. As long as it determines whether or not to perform the predetermined lock and the number of operating cylinders of the engine based on the energy consumption amount for each number of cylinders, it may be anything.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. Therefore, the elements of the invention described in the column of means for solving the problems are not limited. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

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

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

  20, 120 Hybrid car, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 planetary gear, 31 sun gear, 31a rotating shaft, 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 electronic control unit for battery ( Battery ECU), 54 power line, 60 gear mechanism, 62 differential gear, 63a, 63b driving wheel 70 electronic control unit for hybrid (HVECU), 72 CPU, 74 ROM, 7 RAM, 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 an accelerator pedal position sensor, 85 brake pedal, 86 a brake pedal position sensor, 88 vehicle speed sensor, B1 brake, MG1, MG2 motor.

Claims (8)

An engine capable of changing the number of operating cylinders, a first motor, a drive shaft coupled to an axle, a planetary gear connected to an output shaft of the engine and a rotation shaft of the first motor, and rotation of the first motor A hybrid vehicle comprising: a lock mechanism capable of locking a shaft; a second motor having a rotation shaft connected to the drive shaft; and a battery capable of exchanging electric power with the first motor and the second motor. ,
The engine and the first motor are configured so that the engine is operated and a required torque is output to the drive shaft with or without performing a predetermined lock, which is a lock of the rotation shaft of the first motor, by the lock mechanism. Control means for controlling the second motor and the lock mechanism;
The control means is means for determining whether or not to perform the predetermined lock and the number of operating cylinders of the engine based on the state of the vehicle including the required torque and the energy consumption for each number of operating cylinders of the engine. is there,
Hybrid car. The hybrid vehicle according to claim 1,
The control means outputs the required torque to the drive shaft while the engine is operated within a first allowable range in a first mode in which the predetermined lock is performed and the number of operating cylinders of the engine is a first value. In the second mode in which the predetermined lock is performed and the number of operating cylinders of the engine is a second value, while the engine is operated within a second allowable range, The second energy consumption, in which the first energy consumption, which is the energy consumption amount in the first control, is the energy consumption amount in the second control when the second control for controlling to output the required torque can be executed. The first control is executed when the amount is less than the amount, and the second control is executed when the first energy consumption is larger than the second energy consumption.
Hybrid car. A hybrid vehicle according to claim 2,
The control means executes the first control when the first control can be executed but the second control cannot be executed, and the second control is executed when the first control cannot be executed but the second control can be executed. Is the means to perform,
Hybrid car. A hybrid vehicle according to claim 2 or 3,
The control means performs the first operation of the engine in a third mode in which the number of operating cylinders of the engine is set to the first value without performing the predetermined lock when the first control and the second control cannot be performed. The third energy consumption, which is the energy consumption in the third control for controlling the output torque to be output to the drive shaft while operating at the operating point of the line, is the operation of the engine without performing the predetermined lock. In the fourth mode in which the number of cylinders is the second value, the energy consumption in the fourth control for controlling the engine to output the required torque to the drive shaft while the engine is operated at the operating point of the second operation line. When the fourth energy consumption is less than or equal to a certain fourth energy consumption, the third control is executed. When the third energy consumption is greater than the fourth energy consumption, the fourth control is performed. It is a means of execution,
Hybrid car. A hybrid vehicle according to claim 4,
The third energy consumption is obtained by correcting the traveling power as the product of the required torque and the rotational speed of the drive shaft in a direction in which engine efficiency is improved when the number of operating cylinders of the engine is the first value. It is an energy consumption amount when the engine is operated with the number of operating cylinders of the engine as the first value at the operation point of the intersection of the obtained power and the first operation line,
The fourth energy consumption is the operation at the intersection of the second operating line with the power obtained by correcting the traveling power so that the engine efficiency is improved when the number of operating cylinders of the engine is the second value. The point is the energy consumption when operating the number of operating cylinders of the engine as the second value,
Hybrid car. A hybrid vehicle according to any one of claims 2 to 5,
The first energy consumption amount is an energy consumption amount obtained as a sum of a fuel consumption amount per unit time of the engine in the first control and a converted value obtained by converting charge / discharge power of the battery into a fuel consumption amount. Yes,
The second energy consumption is an energy consumption obtained as a sum of a fuel consumption per unit time of the engine in the second control and a conversion value obtained by converting charge / discharge power of the battery into a fuel consumption. is there,
Hybrid car. A hybrid vehicle according to any one of claims 2 to 6,
The control means includes a lock battery torque range that is a torque range of the engine in which charge / discharge power of the battery falls within a range of maximum allowable power when the predetermined lock is performed and the required torque is output to the drive shaft. When the first permissible range overlaps at least partially, it is determined that the first control can be executed, and when the lock battery torque range and the first permissible range do not overlap at all, the first control cannot be executed. And when it is determined that the lock battery torque range and the second permissible range overlap at least partially, it is determined that the second control can be executed, and the lock battery torque range and the second permissible range do not overlap at all. Sometimes it is means for determining that the second control cannot be executed.
Hybrid car. A hybrid vehicle according to any one of claims 2 to 7,
The control means is means for determining that neither the first control nor the second control can be executed when the engine speed when performing the predetermined lock is less than a lower limit engine speed when operating the engine. ,
Hybrid car.

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