JP2014094627A - Hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve a driver's accelerating feeling.SOLUTION: When an engine is cranked and started using a first motor at a high vehicle velocity and deep acceleration pedal position Acc (S210 and S220), a smaller value than that when the engine is not started is designated as a rate value Rtr until the number of rotations Nm1 of the first motor becomes equal to or larger than a threshold Nm1ref (S250). After the number of rotations Nm1 of the first motor becomes equal to or larger than the threshold Nm1ref, the same reference value Rtr1 as that when the engine is not started is designated as the rate value Rtr (S240). Rate processing using the designated rate value Rtr is performed on a tentative request torque Trtmp in order to designate a request torque Tr* (S260). Accordingly, a drop in torque to be outputted to a driving shaft during starting of the engine (especially, in the last half of cranking of the engine) can be suppressed, and a driver's accelerating feeling can be improved.

Description

  The present invention relates to a hybrid vehicle. More specifically, the present invention relates to an engine, a first motor, a driving shaft coupled to an axle, an output shaft of the engine, and a planetary gear having three rotating elements connected to a rotating shaft of the first motor. The present invention relates to a hybrid vehicle including a second motor having a rotating shaft connected to a drive shaft, and a battery that exchanges electric power with the first motor and the second motor.

  Conventionally, this type of hybrid vehicle includes an engine, a first MG, a second MG, a power split device in which a sun gear, a carrier, and a ring gear are connected to the first MG, the engine, the second MG, and a drive wheel, and the first MG. And a battery for exchanging electric power with the second MG, in EV traveling, the second MG is controlled so that the command power based on the power requested by the user is realized by the power of the second MG, and during HV traveling, the command power Has been proposed in which the engine, the first MG, and the second MG are controlled so as to be realized by the power of both the engine and the second MG (see, for example, Patent Document 1). In this hybrid vehicle, when the required power reaches the value obtained by adding the first predetermined value to the battery output limit value during EV traveling, the engine start condition is established and the HV traveling is performed. When the engine start condition is not satisfied, the previous command power is set as the reference power, and when the engine start condition is satisfied, the previous actual driving power is set as the reference power. 2 The smaller one of the values obtained by adding a predetermined value is set as the command power. By such processing, since the command power approaches the actual travel power when the engine start condition is established, it is possible to suppress the difference between the command power and the actual travel power during the transition period from EV travel to HV travel. .

JP 2012-183850 A

  In such a hybrid vehicle, the engine, the first MG, and the second MG are controlled so as to travel with the required torque obtained by subjecting the provisional torque for traveling based on the accelerator operation of the user to the rate processing within the range of the battery output limit. However, when the EV travels, the rotation speed of the first MG becomes a negative value. Therefore, when the engine is cranked by the first MG and started, power is generated by the first MG at the initial stage of cranking the engine. As the cranking progresses, the generated power of the first MG decreases, and the upper limit of the power (torque) that can be output from the second MG decreases. For this reason, if the required torque is rapidly increased in the first half of the engine cranking, the driving power (torque) drops when the second MG power (torque) is limited in the second half of the engine cranking, and the driver's There is a case where acceleration feeling is deteriorated.

  The main purpose of the hybrid vehicle of the present invention is to improve the driver's acceleration feeling.

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

The first hybrid vehicle of the present invention is
An engine, a first motor, a drive shaft connected to an axle, a planetary gear in which three rotation elements are connected to an output shaft of the engine and a rotation shaft of the first motor, and a rotation shaft connected to the drive shaft A range of the output limit of the battery, setting a required torque by performing rate processing on the temporary required torque based on the accelerator operation, a battery that exchanges electric power with the first motor and the second motor, A hybrid vehicle comprising: control means for controlling the engine, the first motor, and the second motor so as to run at the required torque within the vehicle,
The control means performs rate processing using a smaller rate value when starting the engine until the rotational speed of the first motor reaches a predetermined rotational speed or more than when not starting the engine. The requested torque is set by applying to the requested torque, and after the rotational speed of the first motor reaches the predetermined rotational speed or higher, the rate processing using the same rate value as when the engine is not started is performed. Means for setting the required torque in response to the required torque and controlling the engine to be started by being cranked and started by the first motor within the range of the output limit of the battery. Is,
This is the gist.

  In the first hybrid vehicle of the present invention, when the engine is started, the rate processing using a smaller rate value than when the engine is not started until the rotational speed of the first motor reaches a predetermined rotational speed or more. Is applied to the temporary required torque to set the required torque, and after the number of rotations of the first motor reaches the predetermined number of rotations, rate processing using the same rate value as when the engine is not started is used as the temporary required torque. The engine is cranked and started by the first motor and the engine, the first motor, and the second motor are controlled so as to run with the requested torque within the range of the battery output limit. . As a result, it is possible to suppress the torque output to the drive shaft from dropping during engine startup (particularly during the second half of cranking of the engine), and improve (smooth) the acceleration feeling of the driver. it can. Moreover, since it can suppress that big electric power is output from a battery, it can suppress that the temperature of a battery rises excessively. Here, the “predetermined number of revolutions” can deteriorate the acceleration feeling of the driver after switching the rate value from a smaller value than when the engine is not started to the same value as when the engine is not started. The lower limit of the rotational speed range of the first motor, which is assumed to be low, may be used.

  In such a hybrid vehicle of the present invention, the control means uses a rate value that tends to decrease as the vehicle speed increases until the rotational speed of the first motor reaches the predetermined rotational speed or more when the engine is started. It is also possible to set the required torque by subjecting the temporary required torque to the provisional required torque. In addition, the control means performs rate processing using a rate value that tends to decrease as the accelerator opening increases until the rotational speed of the first motor reaches the predetermined rotational speed or higher when the engine is started. It may be a means for setting the required torque by applying it to the temporary required torque. In these cases, the torque output to the drive shaft during engine start-up can be more appropriately suppressed.

  In the first hybrid vehicle of the present invention, when the engine is started, when the vehicle speed is less than a predetermined vehicle speed or the accelerator opening is less than the predetermined opening, the number of revolutions of the first motor is determined. Regardless of this, it may be a means for setting the required torque by performing rate processing using the same rate value as when the engine is not started on the temporary required torque. This is because when the vehicle speed is low or the accelerator opening is small, it is unlikely that the torque output to the drive shaft will drop during engine startup even if the same rate value is used as when the engine is not started. Based on the reason

  Further, in the first hybrid vehicle of the present invention, the control means limits the rated output of the battery until the power consumption of the first motor reaches a predetermined power or more when the engine is started. And after the power consumption of the first motor reaches the predetermined power or higher, it is possible to set the output larger than the rated output of the battery as the output limit of the battery.

The second hybrid vehicle of the present invention is
An engine, a first motor, a drive shaft connected to an axle, a planetary gear in which three rotation elements are connected to an output shaft of the engine and a rotation shaft of the first motor, and a rotation shaft connected to the drive shaft The second motor, the battery that exchanges electric power with the first motor and the second motor, a gradual change process is performed on the temporary required torque based on the accelerator operation, and the required torque is set. A hybrid vehicle comprising: control means for controlling the engine, the first motor, and the second motor so as to run with the required torque within a range;
The control means sets the rated output of the battery to the output limit of the battery until the power consumption of the first motor reaches a predetermined power or more at the start of the engine, and the power consumption of the first motor is After reaching the predetermined power or higher, an output larger than the rated output of the battery is set as the output limit of the battery, and the engine is cranked by the first motor within the set output limit of the battery. And a means for controlling the vehicle so as to run with the required torque.
This is the gist.

  In the second hybrid vehicle of the present invention, when the engine is started, the rated output of the battery is set to the battery output limit until the power consumption of the first motor reaches a predetermined power or more, and the power consumption of the first motor is set. Is set to the battery output limit (hereinafter referred to as excess permissible processing), and within the set battery output limit, the first motor The engine, the first motor, and the second motor are controlled such that the engine is cranked and started and travels with the required torque. As a result, it is possible to suppress the torque output to the drive shaft from dropping during engine startup (particularly during the second half of cranking of the engine), and improve (smooth) the acceleration feeling of the driver. it can. Also, normally, from the viewpoint of battery protection, when the duration of the over-permissible process reaches the permissible duration, or when the over-permissible process is being executed, the integrated value (excess power over the rated output of the battery discharge power) When the amount exceeds the allowable excess power amount, the excess allowable processing is forcibly terminated (the output limit is returned to the rated output). In the second hybrid vehicle of the present invention, By not executing the excess permissible processing until the power consumption of one motor exceeds the predetermined power, the overpermissible processing is forcibly performed as compared with the case where the permissible processing is performed regardless of the power consumption of the first motor. It is possible to suppress the end.

  In such a second hybrid vehicle of the present invention, the control means has a large power consumption of the first motor after the power consumption of the first motor reaches the predetermined power or more when the engine is started. It can also be a means for setting the output limit of the battery so as to increase with respect to the rated power. In this way, it is possible to more appropriately suppress the torque output to the drive shaft from dropping and the excessive permissible processing from being forcibly terminated.

  In the second hybrid vehicle of the present invention, when the engine is started, the control means consumes power of the first motor when the vehicle speed is less than a predetermined vehicle speed or the accelerator opening is less than the predetermined opening. Regardless of this, it may be a means for setting the rated output of the battery to the output limit of the battery.

1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as a first embodiment of the present invention. It is a flowchart which shows an example of the drive control routine at the time of starting performed by HVECU70 of 1st Example. It is a flowchart which shows an example of a request | requirement torque setting process. 4 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 the engine 22 is started. FIG. It is explanatory drawing which shows an example of the map for temporary request | requirement torque setting. It is explanatory drawing which shows an example of the map for rate value settings. It is explanatory drawing which shows an example of the mode change of request torque Tr * at the time of high vehicle speed high opening start, drive shaft output torque Tr, and rate value Rtr. It is a flowchart which shows an example of the drive control routine at the time of starting performed by HVECU70 of 2nd Example. It is a flowchart which shows an example of a request | requirement torque setting process. It is a flowchart which shows an example of an output restriction correction process. It is explanatory drawing which shows an example of the map for increase amount setting. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification.

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

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as a first embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the first embodiment includes an engine 22 that outputs power using gasoline, light oil, or the like as a fuel, and an engine electronic control unit (hereinafter referred to as an engine ECU) 24 that drives and controls the engine 22. A single pinion planetary gear 30 in which a carrier is connected to the crankshaft 26 of the engine 22 and a ring gear is connected to a drive shaft 36 connected to drive wheels 38a and 38b via a differential gear 37; For example, a motor MG1 whose rotor is connected to the sun gear of the planetary gear 30, a motor MG2 which is configured as a synchronous generator motor and whose rotor is connected to the drive shaft 36, and for driving the motors MG1 and MG2. Inverters 41 and 42 and inverters 41 and 4 And a motor electronic control unit (hereinafter referred to as a motor ECU) 40 for controlling the driving of the motors MG1 and MG2 by switching control of a switching element (not shown), and a lithium ion secondary battery, for example, via inverters 41 and 42. Battery 50 for exchanging power with motors MG1, MG2, a battery electronic control unit (hereinafter referred to as battery ECU) 52 for managing battery 50, and a hybrid electronic control unit (hereinafter referred to as HVECU) for controlling the entire vehicle. 70.

  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 so-called rated outputs Winr and Woutr of the battery 50 are calculated based on the calculated storage ratio SOC and the calculated storage ratio SOC and the battery temperature Tb. Some input / output limits Win and Wout are set. For the rated outputs Winr and Woutr of the battery 50, basic values Winb and Woutb are set based on the battery temperature Tb, correction coefficients kin and kout are set based on the storage ratio SOC of the battery 50, and the basic values Winb and Woutb are set. Can be calculated by multiplying by correction coefficients kin and kout.

  Although not shown, the HVECU 70 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 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. 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.

  In the hybrid vehicle 20 of the first embodiment configured as described above, the required torque Tr * to be output to the drive shaft 36 is calculated based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal by the driver. The operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque Tr * is output to the drive shaft 36. As the operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that the power corresponding to the required power is output from the engine 22, and all the power output from the engine 22 is transmitted to the planetary gear 30 and the motor. The torque conversion operation mode in which the motor MG1 and the motor MG2 are driven and controlled so that the torque is converted by the MG1 and the motor MG2 and output to the drive shaft 36, and the sum of the required power and the power required for charging and discharging the battery 50 is met. Operation of the engine 22 is controlled so that power is output from the engine 22, and all or part of the power output from the engine 22 with charge / discharge of the battery 50 is torque generated by the planetary gear 30, the motor MG1, and the motor MG2. The required power is output to the drive shaft 36 with conversion. Charge-discharge drive mode for driving and controlling the motors MG1 and MG2, there is a motor operation mode in which operation control to output a power commensurate to stop the operation of the engine 22 to the required power from the motor MG2 to the drive shaft 36. The torque conversion operation mode and the charge / discharge operation mode are modes in which the engine 22, the motor MG1, and the motor MG2 are controlled so that the required power is output to the drive shaft 36 with the operation of the engine 22. Since there is no substantial difference in control, both are hereinafter referred to as the engine operation mode.

  In the engine operation mode, the HVECU 70 is required to travel based on the accelerator opening Acc from the accelerator pedal position sensor 84 and the vehicle speed V from the vehicle speed sensor 88 (required to be output to the drive shaft 36). Temporary required torque Trtmp is set as a temporary value, predetermined value Rtr1 is set as rate value Rtr, and rate processing using rate value Rtr is applied to temporary required torque Trtmp as shown in the following equation (1). Set Tr *. Here, the predetermined value Rtr1 is a value (relatively large value) determined so that the required torque Tr * quickly follows the temporary required torque Trtmp in consideration of the characteristics of the engine 22 and the motors MG1, MG2. be able to. Subsequently, the set required torque Tr * is multiplied by the rotation speed Nr of the drive shaft 36 (for example, the rotation speed obtained by multiplying the rotation speed Nm2 of the motor MG2 or the vehicle speed V by a conversion factor) Calculate the power Pdrv *, and request the vehicle by subtracting the charge / discharge required power Pb * (positive value when discharging from the battery 50) based on the storage ratio SOC of the battery 50 from the calculated driving power Pdrv *. The required power Pe * (to be output from the engine 22) is calculated. Then, the target rotational speed Ne of the engine 22 is obtained using an operation line (for example, a fuel efficiency optimal operation line) as a relationship between the rotational speed Ne of the engine 22 and the torque Te that can efficiently output the required power Pe * from the engine 22. * And the target torque Te * are set, and the motor is controlled by the rotational speed feedback control so that the rotational speed Ne of the engine 22 becomes the target rotational speed Ne * within the range of the input / output limits Win and Wout of the battery 50. A torque command Tm1 * as a torque to be output from MG1 is set, and when the motor MG1 is driven by the torque command Tm1 *, the torque acting on the drive shaft 36 via the planetary gear 30 is subtracted from the required torque Tr * to reduce the motor MG2. Torque command Tm2 * is set, and the target rotational speed Ne * and target torque Te * are set. In its sent to the engine ECU 24, the torque command Tm1 *, the Tm2 * is sent to the motor ECU 40. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te *, controls the intake air amount, fuel injection control, and ignition of the engine 22 so that the engine 22 is operated by the target rotational speed Ne * and the target torque Te *. The motor ECU 40 that performs control or the like and receives the torque commands Tm1 * and Tm2 * performs switching control of the switching elements 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, it is possible to travel while outputting the required torque Tr * to the drive shaft 36 within the range of the input / output limits Win and Wout of the battery 50 while operating the engine 22 efficiently. In this engine operation mode, the engine 22 is stopped when the stop condition of the engine 22 is satisfied, such as when the required torque Tr * is equal to or less than the stop threshold value Tstop and the required power Pe * is equal to or less than the stop threshold value Pstop. Shift to motor operation mode.

  Tr * = max (min (Trtmp, previous Tr * + Rtr), previous Tr * -Rtr) (1)

  In the motor operation mode, the HVECU 70 sets the temporary required torque Trtmp based on the accelerator opening Acc and the vehicle speed V, sets the predetermined value Rtr1 as the rate value Rtr, and sets the rate value Rtr as shown in the following equation (1). The required torque Tr * is set by applying the used rate processing to the temporary required torque Trtmp. Subsequently, the torque command Tm2 * of the motor MG2 is set so that the torque command Tm1 * of the motor MG1 is set to 0 and the required torque Tr * is output to the drive shaft 36 within the range of the input / output limits Win and Wout of the battery 50. Is transmitted to the motor ECU 40. Then, the motor ECU 40 that receives the torque commands Tm1 * and Tm2 * performs switching control of the switching elements of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *. With such control, the engine 22 can travel by outputting the required torque Tr * to the drive shaft 36 within the range of the input / output limits Win and Wout of the battery 50 with the engine 22 stopped. In this motor operation mode, when the required torque Tr * reaches a start threshold value Tstart greater than the stop threshold value Tstop or when the required power Pe * calculated in the same manner as in the engine operation mode is greater than the stop threshold value Pstop, the start threshold value Pstart. When the engine 22 start condition is satisfied, such as when the value is smaller than the output limit Wout of the battery 50, the engine 22 is started and the engine operation mode is entered.

  Next, the operation of the hybrid vehicle 20 of the first embodiment configured as described above, in particular, the required torque Tr * and the required power Pe * increase during traveling in the motor operation mode, and the start condition of the engine 22 is satisfied. The operation when the engine 22 is established and the engine 22 is started will be described. FIG. 2 is a flowchart showing an example of a start time drive control routine executed by the HVECU 70 of the first embodiment. This routine is executed when the required torque Tr * and the required power Pe * increase while the engine 22 is running in the motor operation mode, and the start condition of the engine 22 is satisfied.

  When the start-up drive control routine is executed, the HVECU 70 firstly has the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Ne of the engine 22, and the rotational speeds of the motors MG1 and MG2. Data necessary for control such as Nm1, Nm2, and input / output limits Win and Wout of the battery 50 are input (step S100). Here, the rotation speed Ne of the engine 22 is calculated based on the crank angle θcr from the crank position sensor and is input from the engine ECU 24 by communication. Further, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. It was. Further, the input / output limits Win and Wout of the battery 50 are input from the battery ECU 52 by communication from the battery ECU 52 with the rated outputs Winr and Woutr set based on the battery temperature Tb of the battery 50 and the storage ratio SOC of the battery 50.

  Subsequently, the required torque Tr * required for travel is set by the required torque setting process illustrated in FIG. 3 (step S110), and the torque to be output from the motor MG1 as the cranking torque Tcr for cranking the engine 22 is set. Is set to the torque command Tm1 * (step S120).

  Then, as shown in the following equation (2), when the motor MG1 is driven with the torque command Tm1 *, the torque (−Tm1 * / ρ) acting on the drive shaft 36 via the planetary gear 30 is subtracted from the required torque Tr *. Then, a temporary torque Tm2tmp as a temporary value of the torque to be output from the motor MG2 is calculated (step S130), and the torque command Tm1 * and the rotational speed Nm1 of the motor MG1 are calculated as shown in the equations (3) and (4). The power consumption Pm1 of the motor MG1 obtained as a product of (a positive value when consuming power and a negative value when generating power) is subtracted from the input / output limits Win and Wout of the battery 50, and this is rotated. Torque limits Tm2min and Tm2max are calculated as upper and lower limits of torque that may be output from motor MG2 by dividing by several Nm2 (step S140). As shown in the equation (5), the temporary torque Tm2tmp is limited by the torque limits Tm2min and Tm2max, and the torque command Tm2 * as the torque to be output from the motor MG2 is set (step S150), and the set motors MG1 and MG2 are set. Torque commands Tm1 * and Tm2 * are transmitted to motor ECU 40 (step S160). The motor ECU 40 receiving the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 performs switching control of the switching elements of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *. FIG. 4 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 the engine 22 is started. In the figure, the left S-axis indicates the rotational speed of the sun gear, which is the rotational speed Nm1 of the motor MG1, the C-axis indicates the rotational speed of the carrier, which is the rotational speed Ne of the engine 22, and the R-axis indicates the rotational speed Nm2 of the motor MG2. The rotation speed Nr of the ring gear is shown. Two thick arrows on the R-axis indicate torque output from the motor MG1 and acting on the ring gear shaft 32a via the planetary gear 30, and torque output from the motor MG2 and acting on the drive shaft 36. Equation (2) can be easily derived by using this alignment chart. By controlling the motors MG1 and MG2, the motor MG1 can output the required torque Tr * to the drive shaft 36 while the engine 22 is cranked within the range of the input / output limits Win and Wout of the battery 50. it can.

Tm2tmp = Tr * + Tm1 * / ρ (2)
Tm2min = (Win-Tm1 * ・ Nm1) / Nm2 (3)
Tm2max = (Wout-Tm1 * ・ Nm1) / Nm2 (4)
Tm2 * = max (min (Tm2tmp, Tm2max), Tm2min) (5)

  Next, the rotation speed Ne of the engine 22 is compared with a predetermined rotation speed Nst (for example, 1000 rpm, 1200 rpm, etc.) as the rotation speed at which the fuel injection control and ignition control of the engine 22 are started (step S170), and the rotation of the engine 22 is performed. When the number Ne is less than the predetermined rotation speed Nst, the process returns to step S100. When the engine speed Ne of the engine 22 reaches the predetermined engine speed Nst or more by repeatedly executing the processes of steps S100 to S170 (step S170), a control signal for starting fuel injection control and ignition control is sent to the engine ECU 24. It is transmitted (step S180), and it is determined whether or not the engine 22 has reached a complete explosion (step S190). When the complete explosion has not yet been reached, the process returns to step S100, and when the complete explosion has been reached, this routine is terminated. When this routine is finished in this way (start-up drive control is finished), traveling in the engine operation mode is started.

  The start time drive control routine of FIG. 2 has been described above. Next, the required torque setting process in FIG. 3 (the process in step S110 in FIG. 2) will be described. In the required torque setting process of FIG. 3, the HVECU 70 first sets the temporary required torque Trtmp based on the accelerator opening Acc and the vehicle speed V (step S200). Here, in the first embodiment, the temporary required torque Trtmp is stored in a ROM (not shown) as a temporary required torque setting map by predetermining the relationship among the accelerator opening Acc, the vehicle speed V, and the temporary required torque Trtmp. When the accelerator opening Acc and the vehicle speed V are given, the corresponding temporary required torque Trtmp is derived and set from the stored map. An example of the temporary required torque setting map is shown in FIG.

  Subsequently, the vehicle speed V is compared with the threshold value Vref (step S210), the accelerator opening degree Acc is compared with the threshold value Aref (step S220), and when the vehicle speed V is less than the threshold value Vref or the accelerator opening degree Acc is less than the threshold value Aref. In some cases, the predetermined value Rtr1 is set to the rate value Rtr (step S240), and the rate processing using the set rate value Rtr is performed on the temporary required torque Trtmp as shown in the above-described equation (1) to request torque Tr *. Is set (step S260), and this routine is terminated.

  Here, the threshold value Vref and the threshold value Aref are used to determine whether or not the acceleration feeling of the driver can be deteriorated during startup of the engine 22 when the predetermined value Rtr1 is used as the rate value Rtr. For example, the threshold value Vref 60 km / h, 70 km / h, 80 km / h, etc. can be used, and 40%, 50%, 60%, etc. can be used as the threshold value Aref. Hereinafter, the meaning of the processing of steps S210 and S220 will be described.

  In the hybrid vehicle 20 of the first embodiment, since the rotational speed Nm1 of the motor MG1 becomes a negative value when traveling in the motor operation mode, the motor MG1 is traveling during traveling as shown in the collinear diagram of FIG. When the engine 22 is cranked and started, the power consumption Pm1 of the motor MG1 is a negative value at the beginning of cranking of the engine 22, and thereafter, the cranking of the engine 22 proceeds (the rotational speed Nm1 of the motor MG1). Increase). As can be seen from the above equation (4), the torque limit Tm2max of the motor MG2 decreases as the rotation speed Nm2 of the motor MG2 increases (the vehicle speed V increases), and decreases as the power consumption Pm1 of the motor MG1 increases. . Further, as the accelerator opening Acc is larger, the temporary required torque Trtmp and the required torque Tr * following this increase. As can be seen from the equation (2), the temporary torque Tm2tmp of the motor MG2 increases as the required torque Tr * increases. growing.

  Therefore, at the time of high vehicle speed and high opening starting when the engine 22 is cranked and started by the motor MG1 at a high vehicle speed and a large accelerator opening Acc, the predetermined value Rtr1 is used as the rate value Rtr (the required torque Tr * is used as the temporary required torque Trtmp). When the engine 22 is cranked early, the power consumption Pm1 of the motor MG1 is sufficiently small (sufficiently large as a value on the power generation side) and the torque limit Tm2max of the motor MG2 is sufficiently large. Further, the drive shaft output torque Tr as the torque output to the drive shaft 36 can be rapidly increased without the temporary torque Tm2tmp exceeding the torque limit Tm2max (when the temporary torque Tm2tmp is set to the torque command Tm2 *). However, due to the influence, the motor 22 When the power consumption Pm1 of G1 is increased, the torque limit Tm2max of the motor MG2 is decreased, and the temporary torque Tm2tmp of the motor MG2 is greater than the torque limit Tm2max (the torque limit Tm2max is set to the torque command Tm2 *). There is a case where the output torque Tr falls and the acceleration feeling of the driver is deteriorated.

  On the other hand, when the vehicle is traveling at a low vehicle speed, the rotational speed Nr of the drive shaft 36 (the rotational speed Nm2 of the motor MG2) is relatively small and the torque limit Tm2max is increased to some extent. Since the torque Trtmp is not so large and the provisional torque Tm2tmp of the motor MG2 is not so great, when the engine 22 is started in those states, the provisional torque Tm2tmp of the motor MG2 is the torque limit even if the predetermined value Rtr1 is used as the rate value Rtr. The possibility that the torque limit Tm2max will be exceeded (the torque limit Tm2max is set in the torque command Tm2 *) is low, and the possibility that the driving shaft output torque Tr will drop and deteriorate the acceleration feeling of the driver is low.

  Based on the above reasons, the processes in steps S210 and S220 described above are processes for determining whether or not the acceleration feeling of the driver can be deteriorated during the start of the engine 22 when the predetermined value Rtr1 is used as the rate value Rtr. It is.

  In steps S210 and S220, when the vehicle speed V is equal to or higher than the threshold value Vref and the accelerator opening Acc is equal to or higher than the threshold value Aref, using the predetermined value Rtr1 as the rate value Rtr can deteriorate the acceleration feeling of the driver during the start of the engine 22. And the rotation speed Nm1 of the motor MG1 is compared with a threshold value Nm1ref (step S230). When the rotational speed Nm1 of the motor MG1 is less than the threshold value Nm1ref, a value less than a predetermined value Rtr1 is set as the rate value Rtr based on the vehicle speed V and the accelerator opening Acc (step S250), and the set rate value Rtr is set. The used rate processing is applied to the temporary required torque Trtmp to set the required torque Tr * (step S260), and this routine ends. On the other hand, when the rotation speed Nm1 of the motor MG1 is equal to or greater than the threshold value Nm1ref, the predetermined value Rtr1 is set to the rate value Rtr (step S240), and rate processing using the set rate value Rtr is performed on the temporary required torque Trtmp. Tr * is set (step S260), and this routine is terminated.

  Here, the threshold value Nm1ref is a lower limit of the rotation speed range of the motor MG1 that is assumed to be less likely to deteriorate the driver's acceleration feeling after the rate value Rtr is switched from a value less than the predetermined value Rtr1 to the predetermined value Rtr1. For example, −30 rpm, −50 rpm, −100 rpm, or the like can be used. This threshold value Nm1ref is related to the above-described threshold value Vref. When the vehicle speed V is equal to or higher than the threshold value Vref and the engine 22 start condition is satisfied, the rotational speed Nm1 of the motor MG1 at that time is a value (negative) (A large value on the side). Therefore, at the start of high vehicle speed and high opening, a value smaller than the predetermined value Rtr1 is set as the rate value Rtr at the start of cranking of the engine 22, and then the rate value when the rotational speed Nm1 of the motor MG1 reaches the threshold value Nm1ref or more. Rtr is switched from a value smaller than the predetermined value Rtr1 to the predetermined value Rtr1. By such processing, it is possible to suppress the drive shaft output torque Tr from falling during the start of the engine 22 (particularly, the second half of cranking of the engine 22), and improve (smooth) the acceleration feeling of the driver. Can do. Further, by such processing, it is possible to suppress a large electric power from being output from the battery 50 while the engine 22 is being started. Further, by this process, the drive shaft output is compared with the case where the rate value Rtr is switched from a value less than the predetermined value Rtr1 to the predetermined value Rtr1 after the start of the engine 22 is completed (when running in the engine operation mode is started). A rapid increase in the torque Tr can be started quickly, and the acceleration feeling of the driver can be improved. When the engine 22 is started during traveling at a very high vehicle speed, the rotational speed Nm1 of the motor MG1 at the initial stage of cranking of the engine 22 is very small (very large on the negative side), and the rotational speed Nm1 of the motor MG1. However, in this embodiment, the rate value Rtr is changed from a value less than the predetermined value Rtr1 to a predetermined value Rtr1 after the start of the engine 22 is completed. It was supposed to switch.

  Further, in the first embodiment, the rate value Rtr until the rotational speed Nm1 of the motor MG1 at the time of starting the engine 22 reaches the threshold value Nm1ref or higher is determined in advance as the relationship between the vehicle speed V, the accelerator opening Acc, and the rate value Rtr. The rate value setting map is stored in a ROM (not shown), and when the vehicle speed V and the accelerator opening Acc are given, the corresponding rate value Rtr is derived and set from the stored map. An example of the rate value setting map is shown in FIG. As shown in the figure, the rate value Rtr when the rotation speed Nm1 of the motor MG1 is equal to or less than the threshold value Nm1ref is set so as to decrease as the vehicle speed V increases and to decrease as the accelerator opening Acc increases. As the vehicle speed V increases, the power consumption Pm1 of the motor MG1 in the initial cranking state of the engine 22 is sufficiently small (sufficiently large as a value on the power generation side), and the torque limit Tm2max is sufficiently large. It is considered that the torque Trtmp increases, and in these cases, the drive shaft output torque Tr tends to drop greatly in the latter half of cranking of the engine 22. Therefore, by setting the rate value Rtr so as to decrease as the vehicle speed V increases and decrease as the accelerator opening degree Acc increases, it is more appropriate that the drive shaft output torque Tr falls during the start of the engine 22. Can be suppressed.

  FIG. 7 is an explanatory diagram showing an example of how the required torque Tr *, the drive shaft output torque Tr, and the rate value Rtr change over time at the start of the high vehicle speed and high opening. In the figure, the solid line indicates that the rate value Rtr is smaller than the predetermined value Rtr1 until the rotational speed Nm1 of the motor MG1 exceeds the threshold value Nm1ref from the start of the engine 22, and the rotational speed Nm1 of the motor MG1 is greater than or equal to the threshold value Nm1ref. The state of the embodiment in which the rate value Rtr is returned to the rate value Rtr1 when it arrives is shown, and the alternate long and short dash line shows the state of the comparative example 1 that holds the rate value Rtr at the predetermined value Rtr1 regardless of whether the engine 22 is started or not. The two-dot chain line shows a state of Comparative Example 2 in which the rate value Rtr is set to a value smaller than the predetermined value Rtr1 from the start of the engine 22 to the completion of the start and the rate value Rtr is returned to the predetermined value Rtr1 when the start is completed. In the figure, time t11 is the time when the engine 22 start condition is satisfied, and time t12 is the time when the temporary torque Tm2tmp of the motor MG2 exceeds the torque limit Tm2max when the predetermined value Rtr1 is set to the rate value Rtr. Yes, time 13 is the time when the rotational speed Nm1 of the motor MG1 reaches the threshold value Nm1ref or more, and time t14 is the time when the engine 22 has been started. In Comparative Example 1, as indicated by the one-dot chain line in the figure, by maintaining the rate value Rtr before and after time t11, the required torque Tr * increases rapidly, and the drive shaft output torque Tr increases rapidly. Due to this influence, a drop has occurred in the drive shaft output torque Tr from time t12. In the embodiment, from time 11 to time t13, and in comparative example 2 from time t11 to time t14, by setting the rate value Rtr to a value smaller than the predetermined value Rtr1, the drive shaft output torque Tr is increased during the start of the engine 22. Depressing can be suppressed. In the embodiment, by returning the rate value Rtr to the predetermined value Rtr1 at the time t13, the drive shaft output torque Tr can be increased rapidly as compared with the comparative example 2 in which the rate value Rtr is returned to the predetermined value Rtr1 at the time 14. Can start early.

  According to the hybrid vehicle 20 of the first embodiment described above, the rotational speed of the motor MG1 is started at a high vehicle speed and a high opening when the engine 22 is cranked and started by the motor MG1 at a high vehicle speed and a large accelerator opening Acc. Until Nm1 reaches the threshold value Nm1ref or higher, a smaller value is set for the rate value Rtr than when the engine 22 is not started, and after the rotational speed Nm1 of the motor MG1 reaches the threshold value Nm1ref or higher, the engine 22 is not started. Since the same predetermined value Rtr1 is set as the rate value Rtr, and the rate processing using the set rate value Rtr is performed on the temporary required torque Trtmp to set the required torque Tr *, the engine 22 is being started (in particular, the engine 22 The second half of cranking) can suppress the drive shaft output torque Tr from falling, 'S acceleration feeling can be improved (to smooth).

  In the hybrid vehicle 20 of the first embodiment, the rate value Rtr until the rotational speed Nm1 of the motor MG1 reaches the threshold value Nm1ref or higher tends to decrease as the vehicle speed V increases and the accelerator is opened when the high vehicle speed and high opening degree are started. The degree of acceleration is set to be smaller as the degree Acc is larger. However, since it may be a value smaller than the predetermined value Rtr1, it is assumed that the value becomes smaller as the vehicle speed V is higher and does not depend on the accelerator opening degree Acc. Alternatively, it may be a value that does not depend on the vehicle speed V and tends to decrease as the accelerator opening degree Acc increases, or a uniform value may be used regardless of the vehicle speed V or the accelerator opening degree Acc.

  In the hybrid vehicle 20 of the first embodiment, when the engine 22 is started, if the vehicle speed V is equal to or greater than the threshold value Vref, the accelerator opening Acc is equal to or greater than the threshold value Aref, and the rotational speed Nm1 of the motor MG1 is less than the threshold value Nm1ref, the predetermined value Rtr1 When a smaller value is set as the rate value Rtr and the vehicle speed V is less than the threshold value Vref, or when the accelerator opening degree Acc is less than the threshold value Aref, and the rotational speed Nm1 of the motor MG1 is equal to or greater than the threshold value Nm1ref, the predetermined value Rtr1 is set to the rate value. Although it is set to Rtr, when the vehicle speed V is equal to or higher than the threshold value Vref and the rotation speed Nm1 of the motor MG1 is less than the threshold value Nm1ref, a value smaller than the predetermined value Rtr1 is set to the rate value Rtr regardless of the accelerator opening Acc. Or the accelerator opening Acc is greater than or equal to the threshold value Aref. When the rotational speed Nm1 of the motor MG1 is less than the threshold value Nm1ref, a value smaller than the predetermined value Rtr1 may be set as the rate value Rtr regardless of the vehicle speed V. When the rotational speed Nm1 of the motor MG1 is less than the threshold value Nm1ref A value smaller than the predetermined value Rtr1 may be set as the rate value Rtr regardless of the vehicle speed V or the accelerator opening degree Acc.

  Next, a hybrid vehicle 20B as a second embodiment of the present invention will be described. The hybrid vehicle 20B of the second embodiment has the same hardware configuration as the hybrid vehicle 20 of the first embodiment described with reference to FIG. Therefore, in order to avoid redundant description, detailed description of the hardware configuration of the hybrid vehicle 20B of the second embodiment is omitted.

  In the hybrid vehicle 20B of the second embodiment, the HVECU 70 increases the required torque Tr * and the required power Pe * while traveling in the motor operation mode, and the engine 22 start condition is satisfied, as shown in FIG. Instead of the start time drive control routine, the start time drive control routine of FIG. 8 is executed. The start-up drive control routine of FIG. 8 executes the process of step S300 instead of the process of step S110, adds the process of step S310 between the process of step S120 and the process of step S130, Is the same as the start-up drive control routine of FIG. Therefore, the same process is given the same step number, and the detailed description thereof is omitted.

  In the start-up drive control routine of FIG. 8, the HVECU 70 inputs the accelerator opening Acc, the vehicle speed V, the engine speed Ne, the motor MG1, MG2 engine speeds Nm1, Nm2, and the battery 50 input / output limits Win, Wout. Then (step S100), the required torque Tr * is set by the required torque setting process illustrated in FIG. 9 (step S300), the cranking torque Tcr is set to the torque command Tm1 * of the motor MG1 (step S120), and FIG. The output limit Wout (= Woutr) input in step S100 is corrected as necessary by the output limit correction process exemplified in (step S310), and the processes after step S130 are executed. Hereinafter, the required torque setting process in FIG. 9 and the output limit correction process in FIG. 10 will be described in this order.

  In the required torque setting process of FIG. 9, the HVECU 70 sets the temporary required torque Trtmp based on the accelerator opening Acc and the vehicle speed V, as in the processes of steps S200, S240, and S260 of the required torque setting process of FIG. (Step S400), the same predetermined value Rtr1 as when the engine 22 is not started is set as the rate value Rtr (Step S410), and rate processing using the set rate value Rtr is applied to the temporary required torque Trtmp to obtain the required torque. Tr * is set (step S420), and this routine is terminated. For this reason, assuming that the same process as the start-time drive control routine of FIG. 2 is executed for processes other than the setting process of the rate value Rtr, as described above, during the start of the high vehicle speed and the high opening, the engine 22 is being started. In some cases, the drive shaft output torque Tr drops and the acceleration feeling of the driver is deteriorated.

  In the output limit correction process of FIG. 10, the HVECU 70 first calculates the power consumption Pm1 of the motor MG1 as the product of the torque command Tm1 * of the motor MG1 and the rotation speed Nm1 (step S500), and sets the vehicle speed V to the threshold value Vref described above. (Step S510) and the accelerator opening Acc is compared with the above-described threshold value Aref (step S520). The processes in steps S510 and S520 are the same as the processes in steps S210 and S220 described above.

  When the vehicle speed V is less than the threshold value Vref or when the accelerator opening degree Acc is less than the threshold value Aref, even if the predetermined value Rtr1 is used as the rate value Rtr, the possibility that the driver's acceleration feeling is deteriorated during the start of the engine 22 is low. This routine is terminated without correcting the output limit Wout (= Woutr) input in step S100.

  On the other hand, when the vehicle speed V is equal to or higher than the threshold value Vref and the accelerator opening degree Acc is equal to or higher than the threshold value Aref, it is determined that using the predetermined value Rtr1 as the rate value Rtr can deteriorate the driver's acceleration feeling during the start of the engine 22. The power consumption Pm1 of the motor MG1 is compared with the threshold value Pm1ref (step S530).

  Here, the threshold value Pm1ref cannot correspond to the required torque Tr * when the output limit Wout (= Woutr) input in step S100 is used, and the drive shaft output torque Tr falls, resulting in the driver's acceleration feeling. It is used to determine whether or not it is a period that can worsen, for example, −10 kW, −8 kW, −6 kW, or the like can be used. As described above, when the engine 22 is cranked and started by the motor MG1 during traveling, the power consumption Pm1 of the motor MG1 is a negative value in the initial cranking of the engine 22, and thereafter the cranking of the engine 22 is performed. It increases as the ranking progresses (increase in the rotational speed Nm1 of the motor MG1). For this reason, if the predetermined value Rtr1 is used as the rate value Rtr and the rated output Woutr is used as the output limit Wout of the battery 50, the drive shaft output torque Tr falls during the start of the engine 22 (particularly during the second half of cranking of the engine 22). In some cases, the acceleration feeling of the driver may be deteriorated. The process of step S530 is a process of determining whether or not it is such a period.

  When the power consumption Pm1 of the motor MG1 is less than the threshold value Pm1ref, it is determined that it is not such a period, and this routine is terminated without correcting the output limit Wout (= Woutr) input in step S100.

  On the other hand, when the power consumption Pm1 of the motor MG1 is equal to or greater than the threshold value Pm1ref, it is determined that this is the period, and based on the power consumption Pm1 of the motor MG1, the increase as the output limit Wout of the battery 50 is made larger than the rated output Woutr. The amount α is set (step S540), the set increase amount α is added to the output limit Wout (= Woutr) input in step S100 to correct the output limit Wout (step S550), and this routine is terminated.

  As described above, when the power consumption Pm1 of the motor MG1 is equal to or greater than the threshold value Pm1ref, the engine 22 is executed by performing the excess allowable process by setting the output limit Wout of the battery 50 to be greater than the rated output Woutr (the output (Woutr + α)). During the engine start (especially, the second half of cranking of the engine 22), it is possible to prevent the drive shaft output torque Tr from falling without being able to cope with the required torque Tr *, and to improve the driver's acceleration feeling. (Smooth). Normally, from the viewpoint of protection of the battery 50, when the duration of the excessive allowable processing reaches the allowable continuous time, or the rated output of the discharged power Wb (= Vb · Ib) of the battery 50 during execution of the excessive allowable processing. When the integrated value (excess electric energy) of the excess with respect to Woutr reaches the allowable excess electric energy, the excess allowable processing is forcibly terminated (the output limit Wout is returned to the rated output Woutr). In the second embodiment, the excess allowable processing is not executed when the power consumption Pm1 of the motor MG1 is less than the threshold value Pm1ref, so that the excess allowable processing is performed regardless of the power consumption Pm1 of the motor MG1. It is possible to suppress the forcible processing from being forcibly terminated.

  In the process of step S540, the increase amount α is stored in a ROM (not shown) as an increase amount setting map by predetermining the relationship between the power consumption Pm1 of the motor MG1 and the increase amount α in the embodiment. When the power consumption Pm1 of MG1 is given, the corresponding increase amount α is derived and set from the stored map. An example of the increase amount setting map is shown in FIG. The increase amount α is set so as to increase as the power consumption Pm1 of the motor MG1 increases. Thereby, it is possible to more appropriately suppress the drive shaft output torque Tr from dropping and the excessive permissible processing from being forcibly terminated.

  According to the hybrid vehicle 20B of the second embodiment described above, the power consumption of the motor MG1 at the time of high vehicle speed and high opening start, in which the engine 22 is cranked and started by the motor MG1 at a high vehicle speed and a large accelerator opening Acc. After Pm1 reaches the threshold value Pm1ref or more, an output that is larger than the rated output Woutr of the battery 50 is set to the output limit Wout (the output limit Wout of the battery 50 is set to be larger than the rated output Woutr). It is possible to suppress the drive shaft output torque Tr from falling during the start of the engine 22 by the motor MG1, and to improve (smooth) the acceleration feeling of the driver. Further, at the time of starting the high vehicle speed and high opening, until the power consumption Pm1 of the motor MG1 reaches the threshold value Pm1ref or more, the rated output Woutr of the battery 50 is set to the output limit Wout, that is, the excess allowable processing is not executed. It is possible to limit the period during which the excess allowable process is executed, and to suppress the excessive allowable process from being forcibly terminated.

  In the hybrid vehicle 20B of the second embodiment, the increase amount α after the power consumption Pm1 of the motor MG1 reaches the threshold value Pm1ref or higher at the start of the high vehicle speed and high opening degree increases as the power consumption Pm1 of the motor MG1 increases. However, the motor MG1 may be set to have a tendency to increase as the rotation speed Nm1 increases, considering that the power consumption Pm1 increases as the rotation speed Nm1 of the motor MG1 increases. A uniform positive value may be used regardless of the power consumption Pm1 of MG1.

  In the hybrid vehicle 20B of the second embodiment, when the engine 22 is started, if the vehicle speed V is equal to or greater than the threshold value Vref, the accelerator opening Acc is equal to or greater than the threshold value Aref, and the power consumption Pm1 of the motor MG1 is equal to or greater than the threshold value Pm1ref, However, when the vehicle speed V is equal to or higher than the threshold value Vref and the power consumption Pm1 of the motor MG1 is equal to or higher than the threshold value Pm1ref, the excessive allowance process may be executed regardless of the accelerator opening degree Acc. When Acc is equal to or greater than the threshold value Aref and the power consumption Pm1 is equal to or greater than the threshold value Pm1ref, the excess allowable processing may be executed regardless of the vehicle speed V. When the power consumption Pm1 of the motor MG1 is equal to or greater than the threshold value Pm1ref, the vehicle speed V or accelerator Excessive permissible processing is executed regardless of the opening Acc It may be.

  In the hybrid vehicle 20 of the first embodiment, the rate value Rtr until the engine speed of the motor MG1 reaches the threshold value Nm1ref or higher when the engine 22 is not started is determined at the time of high vehicle speed and high opening start. By making the value smaller than the value Rtr1), it is possible to suppress the drive shaft output torque Tr from dropping during the start of the engine 22, and in the hybrid vehicle 20B of the second embodiment, the power consumption of the motor MG1 at the time of high vehicle speed and high opening start. Although the output limit Wout of the battery 50 after the Pm1 reaches the threshold value Pm1ref or more is made larger than the rated output Woutr, the drive shaft output torque Tr is prevented from dropping during the start of the engine 22, but these are combined. It may be used. In this case, it is only necessary to suppress the drive shaft output torque Tr from dropping during the start of the engine 22 by the combination of both, so that the threshold Nm1ref and the rotation speed Nm1 of the motor MG1 are less than the rotation speed Nm1ref. The increase amount α when the rate value Rtr, the threshold value Pm1ref, and the power consumption Pm1 of the motor MG1 is greater than or equal to the threshold value Pm1ref is preferably changed as appropriate with respect to the values of the first and second embodiments.

  In the hybrid vehicles 20 and 20B of the first embodiment and the second embodiment, the fuel injection control of the engine 22 is performed when the rotational speed Ne of the engine 22 reaches a predetermined rotational speed Nst or more due to cranking of the engine 22 by the motor MG1. Ignition control is started, and when the engine 22 is completely detonated, the start-time drive control is terminated (the cranking of the engine 22 by the motor MG1 is terminated), and the vehicle is driven in the engine operation mode (the motor MG1 basically generates power). (Running to function as a machine), but after the engine 22 has completely exploded, it continues cranking to the number of revolutions corresponding to the vehicle speed V and accelerator opening Acc, and then starts running in the engine operation mode. It is good also as what to do. In this case, the engine 22 may be cranked up to the rotational speed Ncr that tends to increase as the vehicle speed V or the accelerator opening degree Acc increases. As the vehicle speed V and the accelerator opening degree Acc are increased, the driving power Pr * and thus the required power Pe * are likely to increase, and the target rotational speed Ne * of the engine 22 is likely to increase. It is considered that Ne can be brought close to the target rotational speed Ne * quickly. However, in this case, the cranking time of the engine 22 becomes longer as the vehicle speed V and the accelerator opening degree Acc are larger, so that the drive shaft output torque Tr is likely to drop. Therefore, at the time of starting at a high vehicle speed and high opening, the significance of executing the processing of the first embodiment and the second embodiment is greater.

  In the hybrid vehicles 20 and 20B of the first and second embodiments, the power from the motor MG2 is output to the drive shaft 36. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. The power from MG2 may be output to an axle (an axle connected to wheels 39a and 39b in FIG. 12) different from an axle to which drive shaft 36 is connected (an axle connected to drive wheels 38a and 38b). .

  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. As the relationship between the first and second embodiments and the corresponding first and second automobiles of the present invention, in common, the engine 22 corresponds to the “engine” and the motor MG1 corresponds to the “first motor”. ”, The planetary gear 30 corresponds to“ planetary gear ”, the motor MG2 corresponds to“ second motor ”, and the battery 50 corresponds to“ battery ”. In the relationship between the first embodiment and the first automobile of the present invention, the HVECU 70 that executes the start-up drive control routine of FIG. 2, the target rotational speed Ne * and the target torque Te * of the engine 22 from the HVECU 70 The engine ECU 24 that controls the engine 22 based on the above, and the motor ECU 40 that controls the motors MG1, MG2 based on the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 from the HVECU 70 correspond to “control means”. Further, in the relationship between the second embodiment and the second automobile of the present invention, the HVECU 70 that executes the start time drive control routine of FIG. 8, the target rotational speed Ne * and the target torque Te * of the engine 22 from the HVECU 70 The engine ECU 24 that controls the engine 22 based on the above, and the motor ECU 40 that controls the motors MG1, MG2 based on the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 from the HVECU 70 correspond to “control means”.

  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 such as a hydrogen engine. The “first motor” is not limited to the motor MG1 configured as a synchronous generator motor, and may be any type of motor such as an induction 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 “second motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any type of motor such as an induction motor in which a rotating shaft is connected to a drive shaft. I do not care. 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 it exchanges information. 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. As the “control means” in the first hybrid vehicle of the present invention, the rotation of the motor MG1 is performed at the time of high vehicle speed and high opening start in which the engine 22 is cranked and started by the motor MG1 at a high vehicle speed and a large accelerator opening Acc. Until the number Nm1 reaches the threshold value Nm1ref or higher, the rate value Rtr is set to a smaller value than when the engine 22 is not started, and after the rotational speed Nm1 of the motor MG1 exceeds the threshold value Nm1ref, it is not when the engine 22 is started. The predetermined value Rtr1 is set to the rate value Rtr, the rate processing using the set rate value Rtr is performed on the temporary required torque Trtmp, and the required torque Tr * is set. The required torque is set by applying rate processing to the temporary required torque based on The engine, the first motor, and the second motor are controlled so as to run with the required torque within the range, and when the engine is started, the engine is not started until the rotational speed of the first motor reaches a predetermined rotational speed or more. The required torque is set by applying rate processing using a smaller rate value to the temporary required torque. After the number of revolutions of the first motor reaches a predetermined number of revolutions or more, it is the same as when the engine is not started. The required torque is set by applying rate processing using the rate value to the temporary required torque so that the engine is cranked and started by the first motor and travels with the required torque within the range of the battery output limit. Anything can be used as long as it is controlled. As the “control means” in the second hybrid vehicle of the present invention, the motor MG1 is consumed at the time of high vehicle speed and high opening starting when the engine 22 is cranked and started by the motor MG1 at a high vehicle speed and a large accelerator opening Acc. The rated output Woutr of the battery 50 is set to the output limit Wout until the power Pm1 reaches the threshold value Pm1ref or higher, and an output larger than the rated output Woutr of the battery 50 is output after the power consumption Pm1 of the motor MG1 reaches the threshold value Pm1ref or higher. It is not limited to what is set to the limit Wout, the engine is configured to set the required torque by performing a gradual change process on the temporary required torque based on the accelerator operation, and to run with the required torque within the range of the battery output limit. Controls the first and second motors, and starts the engine Thus, the rated output of the battery is set to the battery output limit until the power consumption of the first motor exceeds the predetermined power, and after the power consumption of the first motor exceeds the predetermined power, it is larger than the rated output of the battery. As long as the output is set to the battery output limit and the engine is cranked and started by the first motor within the range of the battery output limit, the engine is controlled to run with the required torque. Absent.

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

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

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

  20, 120 Hybrid vehicle, 22 engine, 23 crank position sensor, 24 engine electronic control unit (engine ECU), 26 crankshaft, 30 planetary gear, 36 drive shaft, 37 differential gear, 38a, 38b drive wheel, 39a, 39b wheel 40, motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 52 battery electronic control unit (battery ECU), 70 hybrid electronic control unit (HV ECU), 80 Ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position Sensor, 88 vehicle speed sensor, MG1, MG2 motor.

Claims (8)

An engine, a first motor, a drive shaft connected to an axle, a planetary gear in which three rotation elements are connected to an output shaft of the engine and a rotation shaft of the first motor, and a rotation shaft connected to the drive shaft A range of the output limit of the battery, setting a required torque by performing rate processing on the temporary required torque based on the accelerator operation, a battery that exchanges electric power with the first motor and the second motor, A hybrid vehicle comprising: control means for controlling the engine, the first motor, and the second motor so as to run at the required torque within the vehicle,
The control means performs rate processing using a smaller rate value when starting the engine until the rotational speed of the first motor reaches a predetermined rotational speed or more than when not starting the engine. The requested torque is set by applying to the requested torque, and after the rotational speed of the first motor reaches the predetermined rotational speed or higher, the rate processing using the same rate value as when the engine is not started is performed. Means for setting the required torque in response to the required torque and controlling the engine to be started by being cranked and started by the first motor within the range of the output limit of the battery. Is,
Hybrid car. The hybrid vehicle according to claim 1,
When the engine starts, the control means performs rate processing using a rate value that tends to decrease as the vehicle speed increases until the rotation speed of the first motor reaches the predetermined rotation speed or more. A means for setting the required torque to
Hybrid car. A hybrid vehicle according to claim 1 or 2,
The control means performs rate processing using a rate value that tends to decrease as the accelerator opening increases until the rotational speed of the first motor reaches the predetermined rotational speed or more at the start of the engine. A means for setting the required torque by applying it to the required torque;
Hybrid car. A hybrid vehicle according to any one of claims 1 to 3,
The control means is configured to start the engine when the vehicle speed is less than a predetermined vehicle speed or when the accelerator opening is less than the predetermined opening, regardless of the number of rotations of the first motor. Means for setting the required torque by applying rate processing using the same rate value to the temporary required torque;
Hybrid car. A hybrid vehicle according to any one of claims 1 to 4,
The control means sets the rated output of the battery to the output limit of the battery until the power consumption of the first motor reaches a predetermined power or more at the start of the engine, and the power consumption of the first motor is After reaching the predetermined power or higher, it is means for setting an output larger than the rated output of the battery to the output limit of the battery
Hybrid car. An engine, a first motor, a drive shaft connected to an axle, a planetary gear in which three rotation elements are connected to an output shaft of the engine and a rotation shaft of the first motor, and a rotation shaft connected to the drive shaft The second motor, the battery that exchanges electric power with the first motor and the second motor, a gradual change process is performed on the temporary required torque based on the accelerator operation, and the required torque is set. A hybrid vehicle comprising: control means for controlling the engine, the first motor, and the second motor so as to run with the required torque within a range;
The control means sets the rated output of the battery to the output limit of the battery until the power consumption of the first motor reaches a predetermined power or more at the start of the engine, and the power consumption of the first motor is After reaching the predetermined power or higher, an output larger than the rated output of the battery is set as the output limit of the battery, and the engine is cranked by the first motor within the set output limit of the battery. And a means for controlling the vehicle so as to run with the required torque.
Hybrid car. The hybrid vehicle according to claim 6,
The control means tends to increase with respect to the rated power as the power consumption of the first motor increases after the power consumption of the first motor reaches the predetermined power or more at the start of the engine. A means for setting a battery output limit,
Hybrid car. A hybrid vehicle according to claim 6 or 7,
When the engine starts, when the vehicle speed is less than a predetermined vehicle speed or the accelerator opening is less than a predetermined opening, the control means outputs the rated output of the battery regardless of the power consumption of the first motor. Is a means to set the output limit of
Hybrid car.

Images