JP3936341B2 - Vehicle and control method thereof - Google Patents

Description

  The present invention relates to a vehicle and a control method thereof, and more particularly to a vehicle including an internal combustion engine and an electric motor that can output a driving force to an axle and a control method thereof.

Conventionally, in this type of vehicle, the output energy or gear of the engine is reduced so as to reduce the rattling noise of the planetary gear in a vehicle in which the power from the internal combustion engine is torque-converted by the planetary gear and the two motors and output to the axle. A device for adjusting the number of rotations of teeth has been proposed (see, for example, Patent Document 1). In this vehicle, since the operation region where the rattling noise is generated from the planetary gear is determined, when the engine output energy falls within a predetermined range, the engine is controlled to become the predetermined output energy, or the rattling noise is generated. The gear rattling noise is reduced by setting the rotational speed of the generated gear teeth to be high.
JP 11-93725 A

  The gear rattling noise is generated when the sign of torque acting on the gear is changed and loosening is performed. Therefore, the gear rattling noise is generated not only in the planetary gear but also in other gears. When the torque is applied to the gear due to other factors during the reduction control that reduces the rattling noise that can occur when the sign of the torque changes, the gear rattling noise reduction control is performed. In some cases, rattling noise may occur. For example, in a vehicle that travels by outputting the power from the internal combustion engine and the power from the electric motor to the axle, the control for reducing rattling noise is performed in a state where the operation of the internal combustion engine is stopped and the vehicle is traveling only by the power from the electric motor. This is a case where the internal combustion engine is started while the engine is being operated. In this case, rattling noise is generated due to the pulsation of torque generated as the internal combustion engine starts. Since such a rattling noise occurs when the sign of torque changes, a shock accompanying a sudden change in torque can also occur.

  One object of the vehicle and the control method thereof according to the present invention is to reduce gear rattling noise and torque shock accompanying a change in torque output to an axle. Another object of the vehicle and the control method thereof according to the present invention is to respond quickly to a driver's request.

  The vehicle and the control method thereof according to the present invention employ the following means in order to achieve at least a part of the above-described object.

The first vehicle of the present invention is
A vehicle including an internal combustion engine and an electric motor that can mechanically output a driving force to an axle via a coupling mechanism,
Requested driving force setting means for setting the requested driving force based on the driving force requested operation by the operator;
When attempting to output the set required driving force to the axle, when there is no change in sign from the current driving force currently output to the axle, the predetermined driving force is increased or decreased toward the required driving force with a predetermined change allowable value. When the set target driving force is set and the set required driving force is to be output to the axle, when a sign change occurs from the current driving force currently output to the axle, a predetermined center driving force is applied. Target driving force setting means for setting a target driving force that is increased or decreased toward the required driving force with a slowly changing allowable value that changes slowly as a center;
When an instruction to start the internal combustion engine is given while the target driving force is set using the predetermined allowable change value, the internal combustion engine is immediately started, and the target driving force is set using the slow change allowable value. Start-up control means for starting the internal combustion engine after a predetermined start permission condition is satisfied when the start instruction of the internal combustion engine is given during the setting;
Drive control means for driving and controlling the internal combustion engine and the electric motor so that the target drive force set by the target drive force setting means is output to the axle;
It is a summary to provide.

In the first vehicle of the present invention, when the required driving force set based on the driving force requesting operation by the operator is to be output to the axle, the sign change is made from the current driving force currently output to the axle. When it is not accompanied, the target driving force that is increased or decreased toward the required driving force with a predetermined change allowance is set, and the current driving force that is currently output to the axle when trying to output the set required driving force to the axle When the sign changes, the target driving force that is increased or decreased toward the required driving force is set with a gradual change allowance that changes slowly around a predetermined center driving force, and the set target driving force is output to the axle. The internal combustion engine and the electric motor are controlled to be driven. As a result, rattling that can occur when the driving force changes with a change in sign can be performed gently, and rattling noise and torque shock that can occur during rattling can be suppressed. When an internal combustion engine start instruction is issued while the target driving force is set using a predetermined change allowable value, the internal combustion engine is immediately started, and the target driving force is set using the slow change allowable value. When the internal combustion engine is instructed to start, the internal combustion engine is started after a predetermined start permission condition is satisfied. As a result, it is possible to suppress rattling noise and torque shock that can be generated by starting the internal combustion engine during control for suppressing rattling noise and torque shock that may occur during looseness.

  In the first vehicle of the present invention, the predetermined start permission condition may be a condition in which a deviation between the set target driving force and the predetermined center driving force is a predetermined value or more. In addition, it may be a condition that a predetermined time has elapsed since the setting of the target driving force using the gentle change allowable value was started.

  In the first vehicle of the present invention, the target driving force setting means may output the set required driving force to the axle when the time change of the driving force requesting operation is not less than a predetermined operation. And a means for setting a target driving force that is increased or decreased toward the required driving force with the predetermined change allowable value even when the sign is changed from the current driving force currently output to the axle. You can also. In this way, when the driving force request operation by the operator is large, it is possible to quickly output the target driving force that changes toward the required driving force from the internal combustion engine or the electric motor. That is, it is possible to output a driving force according to the operation of the operator. In this case, since the target driving force is set using a predetermined allowable change value, the internal combustion engine is started as soon as an internal combustion engine start instruction is issued. As a result, the internal combustion engine can be quickly started and the operator's request can be met.

  In the first vehicle of the present invention, the predetermined center driving force may be a power having a sign on the required driving force side. The backlash occurs on the required driving force side in consideration of the inertia of the rotating element. Therefore, the looseness can be quickly reduced by performing the gradual change as a central driving force in consideration of the inertia of the rotating element.

  The first vehicle of the present invention includes a power generation means capable of generating electric power using at least part of the power of the internal combustion engine, and a power storage means capable of exchanging electric power with the power generation means and the electric motor. You can also. In this case, the power generation means is connected to an output shaft of the internal combustion engine and a drive shaft connected to the axle, and drives at least a part of the power from the internal combustion engine with input and output of electric power and power. It can also be a means for outputting to the shaft. In the first vehicle of the present invention of this aspect, the power generation means is connected to three axes of the output shaft, the drive shaft, and the third shaft of the internal combustion engine, and enters any two of the three shafts. It may be a means provided with a three-axis power input / output means for inputting / outputting power to the remaining shaft based on the output power and a generator for inputting / outputting power to / from the third shaft. And a first rotor attached to the output shaft of the internal combustion engine and a second rotor attached to the drive shaft, and electromagnetic action between the first rotor and the second rotor. It is also possible to use a counter-rotor motor that outputs at least a part of the power from the internal combustion engine to the drive shaft with the input / output of electric power.

The second vehicle of the present invention is
A vehicle comprising an internal combustion engine and an electric motor capable of outputting a driving force to an axle via a mechanical coupling mechanism,
A loosening control in which the loosening of the coupling mechanism that can occur in accordance with a change in torque acting on the coupling mechanism is performed is performed in preference to the start-up control of the internal combustion engine.

  In the second vehicle according to the present invention, the loosening control in which the loosening of the coupling mechanism, which may occur in accordance with the change of the torque acting on the mechanical coupling mechanism, is moderately given priority over the start-up control of the internal combustion engine. Therefore, it is possible to suppress rattling noise and torque shock that may occur when the internal combustion engine is started during backlashing.

The vehicle control method of the present invention includes:
A control method for a vehicle including an internal combustion engine and an electric motor capable of outputting a driving force to an axle via a mechanical coupling mechanism,
(A) The required driving force is set based on the driving force requesting operation by the operator,
(B) When an attempt is made to output the set required driving force to the axle, when the sign does not change from the current driving force currently output to the axle, the required driving force is set to a predetermined change allowable value. When the target driving force that is increased or decreased toward the axle is set and the set required driving force is to be output to the axle, a change in sign from the current driving force that is currently output to the axle is accompanied by a predetermined center. Set a target driving force that is increased or decreased toward the required driving force with a gradual change allowance that gradually changes around the driving force,
(C) When an instruction to start the internal combustion engine is given while the target driving force is set using the predetermined change allowable value, the internal combustion engine is immediately started and the target value is set using the gentle change allowable value. When the internal combustion engine is instructed to start while the driving force is being set, the internal combustion engine is started after a predetermined start permission condition is satisfied,
(D) The gist is to drive and control the internal combustion engine and the electric motor such that the target driving force set by the target driving force setting means is output to the axle.

  In the vehicle control method according to the present invention, when the required driving force set based on the driving force requesting operation by the operator is to be output to the axle, the sign is changed from the current driving force currently output to the axle. When it is not accompanied, the target driving force that is increased or decreased toward the required driving force with a predetermined change allowance is set, and the current driving force that is currently output to the axle when trying to output the set required driving force to the axle When the sign changes, the target driving force that is increased or decreased toward the required driving force is set with a gradual change allowance that changes slowly around a predetermined center driving force, and the set target driving force is output to the axle. The internal combustion engine and the electric motor are controlled to be driven. As a result, rattling that can occur when the driving force changes with a change in sign can be performed gently, and rattling noise and torque shock that can occur during rattling can be suppressed. When an internal combustion engine start instruction is issued while the target driving force is set using a predetermined change allowable value, the internal combustion engine is immediately started, and the target driving force is set using the slow change allowable value. When the internal combustion engine is instructed to start, the internal combustion engine is started after a predetermined start permission condition is satisfied. As a result, it is possible to suppress rattling noise and torque shock that can be generated by starting the internal combustion engine during control for suppressing rattling noise and torque shock that may occur during looseness.

  Next, the best mode for carrying out the present invention will be described using examples.

  FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with a drive device as an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a reduction gear 35 attached to a ring gear shaft 32a as a drive shaft connected to the power distribution and integration mechanism 30, a motor MG2 connected to the reduction gear 35, And a hybrid electronic control unit 70 for controlling the entire power output apparatus.

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and an engine electronic control unit (hereinafter referred to as an engine ECU) that receives signals from various sensors that detect the operating state of the engine 22. ) 24 is subjected to operation control such as fuel injection control, ignition control, intake air amount adjustment control and the like. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70.

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the reduction gear 35 is connected to the ring gear 32 via the ring gear shaft 32a. When functioning as a generator, power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine input from the carrier 34 The power from 22 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is finally output from the ring gear shaft 32a to the drive wheels 63a and 63b of the vehicle via the gear mechanism 60 and the differential gear 62.

  The motor MG1 and the motor MG2 are both configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG1 and MG2 It can be consumed by a motor. Therefore, battery 50 is charged / discharged by electric power generated from one of motors MG1 and MG2 or insufficient electric power. If the balance of electric power is balanced by the motors MG1 and MG2, the battery 50 is not charged / discharged. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between the terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input. Output to the control unit 70. The battery ECU 52 also calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 50.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The accelerator pedal opening Acc from the vehicle, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. ing.

  The hybrid vehicle 20 of the embodiment thus configured calculates the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. Then, the operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the required power and the power required for charging and discharging the battery 50. The engine 22 is operated and controlled so that suitable power is output from the engine 22, and all or part of the power output from the engine 22 with charging / discharging of the battery 50 is the power distribution and integration mechanism 30, the motor MG1, and the motor. The required power is converted to the ring gear shaft 32 with torque conversion by MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled to be output to each other, and a motor operation mode in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. and so on.

  Next, the operation of the hybrid vehicle 20 of the embodiment thus configured, particularly the operation when the engine 22 is requested to start when operating in the motor operation mode will be described. First, the operation when operating in the motor operation mode will be described. FIG. 2 is a flowchart showing an example of a drive control routine executed by the hybrid electronic control unit 70. This routine is repeatedly executed every predetermined time (for example, every 8 msec) when the vehicle is driven in the motor operation mode.

  When the drive control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first starts from the accelerator pedal position Acc from the accelerator pedal position sensor 84, the brake pedal position BP from the brake pedal position sensor 86, and the vehicle speed sensor 88. Based on the vehicle speed V, the rotational position of the rotor of the motor MG2 and the rotational speed Nm2 of the motor MG2 calculated by the motor ECU 40 and input by communication, the battery temperature Tb of the battery 50 and the remaining capacity (SOC) are determined by the battery ECU 52. A process of inputting data necessary for control, such as input / output limits Win and Wout of the battery 50, which are calculated and input by communication, is executed (step S100), and the accelerator opening Acc, brake pedal position BP and vehicle speed V are input. Driver based on car Setting the driver request torque Td * of the torque required (step S110). In the embodiment, the driver required torque Td * is stored in the ROM 74 as a required torque setting map by predetermining the relationship among the accelerator opening Acc, the brake pedal position BP, the vehicle speed V, and the driver required torque Td *. When the opening degree Acc, the brake pedal position BP, and the vehicle speed V are given, the corresponding driver request torque Td * is derived and set from the stored map. FIG. 3 shows an example of a driver request torque setting map.

  Subsequently, the driver changes the amount of depression of the accelerator pedal 83 or the brake pedal 85 based on the deviation between the set driver request torque Td * and the driver request torque (previous Td *) set when this routine was executed last time. It is compared with a threshold value Tdref for determining whether or not it has been made (step S120), and when this deviation is equal to or larger than the threshold value Tdref, the execution torque T * set when this routine was executed last time is set as the temporary execution torque T. (Step S130).

  Next, in order to suppress rattling noise and torque shock due to gear rattling that occurs when the sign of torque acting on the vehicle is reversed, a process of slowly changing the torque so that rattling is performed gently is performed. It is determined whether or not to perform (steps S140 to S160). Specifically, this determination is made by examining the sign of the product of the driver required torque Td * and the provisional execution torque T to determine whether or not the execution torque T * changes across the value 0 (step s140). The difference between the driver request torque Td * and the provisional execution torque T is compared with a threshold value tref set as a range in which the driver is considered to request moderate acceleration. (Step S150), whether or not the current execution torque (previous T *) is within the range in which the execution torque T * is set according to the gradual change, that is, whether the current execution torque is within the range in which the backlash is reduced or not is determined. This is done by comparing the deviation between the previous time T *) and the center torque Tset, which is the center of the gradual change, with a threshold value Tsref that is set as a range for setting the execution torque T * by the gradual change. It is (step S160). That is, the execution torque T * changes across the value 0, the driver requests a gentle acceleration, and it is determined that the execution torque T * setting process by the gentle change is performed only when loosening is performed. The center torque Tset is set to a positive value when the execution torque T * moves from negative to positive because the backlash is performed after the execution torque T * exceeds the value 0 in consideration of the inertia of the motor MG2. When the execution torque T * moves from positive to negative, it is set to a negative value.

  When it is determined not to perform the setting process of the execution torque T * due to the gradual change, the value 0 is set to the gradual change determination flag F (step S172), the timer C is reset (step S174), and this routine is started. The predetermined change amount α0 that can smoothly change the execution torque T * at intervals is set as the change amount α (step S176), and the set change amount α is added to the current execution torque (previous T *) to execute the execution torque T. * Is set (step S178).

  On the other hand, when it is determined that the execution torque T * setting process due to the gradual change is to be performed, the value 1 is set to the gradual change determination flag F (step S182), and the timer C is incremented by the value 1 (step S184). As shown in the change amount setting map of FIG. 4, the change amount α is set so that the change amount α becomes smoother as the execution torque T * approaches the center torque Tset (step S186). Is added to the execution torque (previous T *) to set the execution torque T * (step S188).

  When the execution torque T * is thus set, as shown in the following equation (1), the torque based on the execution torque T * is limited within the range of the input / output limits Win and Wout of the battery 50, and the torque command Tm2 * of the motor MG2 is set. Is set (step S190), the set torque command Tm2 * of MG2 is transmitted to the motor ECU 40 (step S200), and this routine is terminated. Receiving the torque command Tm2 *, the motor ECU 40 performs switching control of the switching element of the inverter 42 so that the motor MG2 is driven by the torque command Tm2 *.

  Tm2 * = max (min (T * / Gr, Wout / Nm2), Win / Nm2) (1)

  When a start request for the engine 22 is made during operation in the motor operation mode, a start permission routine for the engine 22 illustrated in FIG. 5 is executed. When this routine is executed, the slow change determination flag F and the timer C are input (step S300), and the value of the input slow change determination flag F is checked (step S310). When the slow change determination flag F is not the value 1 (value 0), that is, when the setting process of the execution torque T * due to the slow change is not executed, the engine 22 is allowed to start immediately to start the engine 22 ( Step S330), this routine is finished.

  On the other hand, when the gradual change determination flag F is 1, that is, when the execution torque T * setting process due to the gradual change is being executed, a predetermined time has elapsed after the execution torque T * setting process due to the gradual change is started. Whether or not the time has elapsed is determined by comparing the timer C with the threshold value Cref (step S320). When the timer C is less than the threshold value Cref, the process returns to step S300. That is, when the setting process of the execution torque T * due to the gradual change is being executed, the process of inputting the timer C and comparing it with the threshold value Cref until a predetermined time elapses after the setting process is started. It repeats. Now, consider when the engine 22 is started. When the motor 22 is motored by the motor MG1 to start the engine 22, a reciprocating motion of the piston due to the motoring, a torque pulsation caused by the friction of the piston, etc. acts on the ring gear shaft 32a as the drive shaft. Thereafter, when the rotational speed of the engine 22 is increased and fuel injection control or ignition control is started to reach the first explosion, a torque shock due to the torque generated instantaneously by the first explosion acts on the ring gear shaft 32a. If such torque pulsation or torque shock is output to the ring gear shaft 32a while the backlash is gently performed, the backlash cannot be gently performed and a rattling noise or torque shock is generated in the gear mechanism 60. Sometimes. Therefore, even if such torque pulsation or torque shock acts on the ring gear shaft 32a, the start of the engine 22 is not permitted until the execution torque T * reaches the torque that does not cause a rattling noise or torque shock in the gear mechanism 60. The threshold value Cref is set as a value corresponding to the time from the start of the setting process of the execution torque T * due to a gradual change until the execution torque T * reaches this torque. When the predetermined time has elapsed after starting the setting process of the execution torque T * due to the gradual change and the timer C becomes equal to or greater than the threshold value Cref, the engine 22 is allowed to start in order to start the engine 22 (step S330). ), This routine is terminated. When the engine 22 is permitted to start, the fuel injection control and the ignition control are started when the engine 22 is motored by driving the motor MG1 and the rotational speed of the engine 22 exceeds a predetermined rotational speed.

  FIG. 6 is an explanatory diagram showing a state when a request for starting the engine 22 is made during the execution torque T * setting process due to a gradual change. When a request for starting the engine 22 is made at a time t2 before a predetermined time (a time corresponding to the threshold value Cref) has elapsed since the setting process was started at the time t1, if the engine 22 is allowed to start immediately, the engine 22 is turned off. The torque pulsation during motoring and the torque shock during the first explosion are transmitted to the drive shaft, which may cause rattling noise and torque shock in the gear mechanism 60 without gently rattling. The engine 22 is allowed to start at the elapsed time t3. When the engine 22 is permitted to start, the engine 22 is motored by the motor MG1 and the rotational speed starts to increase.

  According to the hybrid vehicle 20 of the embodiment described above, this setting is made when a request for starting the engine 22 is made during the execution torque T * setting process based on a gradual change for gently loosening. Since starting of the engine 22 is prohibited until a predetermined time has elapsed from the start of processing, torque pulsation when the engine 22 is motored during backlashing and rattling noise and torque due to torque shock at the first explosion The occurrence of shock can be suppressed. In addition, when the driver depresses the accelerator pedal 83 to request rapid acceleration, the engine 22 is started immediately when the engine 22 is requested to start without performing the setting process of the execution torque T * due to the gradual change. Can respond quickly to the demands of the person.

  In the hybrid vehicle 20 of the embodiment, when a request for starting the engine 22 is made during the execution torque T * setting process due to a gradual change, the engine is started until a predetermined time elapses after the setting process is started. The start of the engine 22 is prohibited, but the start of the engine 22 may be prohibited until the deviation between the execution torque T * and the center torque Tset becomes a predetermined value or more after the setting process is started. The start of the engine 22 may be prohibited until the execution torque T * reaches a predetermined value or more across the value 0 after the setting process is started. Further, the start of the engine 22 may be prohibited during the setting process.

  In the hybrid vehicle 20 of the embodiment, the engine 22 is started immediately when the driver requests rapid acceleration, but the engine 22 is started after the execution torque T * exceeds the value 0. The engine 22 may be started after the execution torque T * exceeds the center torque Tset. At this time, it is assumed that the execution torque T * is not slowly changed, but the execution torque T * may be gradually changed to such an extent that the driver does not feel mottle.

  In the hybrid vehicle 20 of the embodiment, the center torque Tset is set and the effective torque is gradually changed in the vicinity thereof, but the center torque Tset is not set as long as the effective torque is slowly changed in the vicinity of the value 0. It is good.

  In the hybrid vehicle 20 of the embodiment, the provisional execution torque T is set based on the deviation between the driver request torque Td * and the previous driver request torque (previous Td *). The temporary execution torque T may be set based on the deviation of the pedal position BP.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is shifted by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. May be connected to an axle (an axle connected to the wheels 64a and 64b in FIG. 7) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 63a and 63b are connected).

  In the hybrid vehicle 20 of the embodiment, the power of the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b via the power distribution and integration mechanism 30, but the modified example of FIG. The hybrid vehicle 220 includes an inner rotor 232 connected to the crankshaft 26 of the engine 22 and an outer rotor 234 connected to a drive shaft that outputs power to the drive wheels 63a and 63b. A counter-rotor motor 230 that transmits a part of the power to the drive shaft and converts the remaining power into electric power may be provided.

  As described above, the present invention can be applied to a hybrid vehicle capable of outputting the power from the internal combustion engine and the power from the electric motor to the drive shaft. However, the present invention is not limited to such a hybrid vehicle. The present invention can also be applied to an automobile that runs only with the power of the motor or an automobile that runs only with the power from the electric motor. Moreover, it is applicable also to vehicles other than a motor vehicle, for example, a train.

  The best mode for carrying out the present invention has been described with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the gist of the present invention. Of course, it can be implemented in the form.

  The present invention is applicable to the automobile industry.

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 an example of the drive control routine performed by the electronic control unit for hybrids 70 of an Example. It is explanatory drawing which shows an example of the map for a driver request torque setting. It is explanatory drawing which shows an example of the map for a variation | change_quantity setting. It is a flowchart which shows an example of the starting permission routine of the engine 22 performed by the hybrid electronic control unit 70 of an Example. It is explanatory drawing which shows a mode when the start request | requirement of the engine 22 is made during the process of setting the execution torque T * by a gentle change. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

Explanation of symbols

  20, 120, 220 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier , 35, reduction gear, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51 temperature sensor, 52 battery electronic control unit (battery ECU), 54 electric power Line, 60 gear mechanism, 62 differential gear, 63a, 63b, 64a, 64b driving wheel, 70 hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 8 1 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, 230 rotor motor, 232 inner rotor 234 outer rotor, MG1, MG2 motor.

Claims (10)

A vehicle including an internal combustion engine and an electric motor that can mechanically output a driving force to an axle via a coupling mechanism,
Requested driving force setting means for setting the requested driving force based on the driving force requested operation by the operator;
When attempting to output the set required driving force to the axle, when there is no change in sign from the current driving force currently output to the axle, the predetermined driving force is increased or decreased toward the required driving force with a predetermined change allowable value. It sets a target driving force is, the relative value 0 when accompanied by a change in sign from a current driving force which is currently output to the axle when trying to output the set driving force demand to the axle Target driving force setting means for setting a target driving force that is increased or decreased toward the required driving force with a gradual change allowance that gradually changes around a predetermined central driving force that is a driving force of a sign on the required driving force side ;
When an instruction to start the internal combustion engine is given while the target driving force is set using the predetermined allowable change value, the internal combustion engine is immediately started, and the target driving force is set using the slow change allowable value. Start-up control means for starting the internal combustion engine after a predetermined start permission condition is satisfied when the start instruction of the internal combustion engine is given during the setting;
Drive control means for driving and controlling the internal combustion engine and the electric motor so that the target drive force set by the target drive force setting means is output to the axle;
A vehicle comprising:   2. The vehicle according to claim 1, wherein the predetermined start permission condition is a condition in which a deviation between the set target driving force and the predetermined center driving force is a predetermined value or more.   2. The vehicle according to claim 1, wherein the predetermined start permission condition is a condition in which a predetermined time has elapsed since the setting of the target driving force using the gentle change allowable value is started.   The target driving force setting means is configured to output the current driving currently being output to the axle when attempting to output the set required driving force to the axle when the time change of the driving force demanding operation is greater than or equal to a predetermined operation. The vehicle according to any one of claims 1 to 3, wherein the vehicle is a means for setting a target driving force that is increased or decreased toward the required driving force with the predetermined change allowable value even when a sign changes from the force. The vehicle according to any one of claims 1 to 4 ,
Power generation means capable of generating power using at least part of the power of the internal combustion engine;
Power generation means capable of exchanging electric power with the power generation means and the electric motor;
A vehicle comprising: The power generation means is connected to an output shaft of the internal combustion engine and a drive shaft connected to the axle, and outputs at least part of the power from the internal combustion engine to the drive shaft with input and output of electric power and power. The vehicle according to claim 5, which is means for The power generation means is connected to three shafts of the output shaft of the internal combustion engine, the drive shaft, and a third shaft, and supplies power to the remaining shaft based on power input / output to / from any two of the three shafts. The vehicle according to claim 6 , comprising: a three-axis power input / output means for inputting / outputting; and a generator for inputting / outputting power to / from the third shaft. The power generation means includes a first rotor attached to an output shaft of the internal combustion engine and a second rotor attached to the drive shaft. The first rotor and the second rotor. The vehicle according to claim 6 , wherein the vehicle is a counter-rotor motor that outputs at least part of the power from the internal combustion engine to the drive shaft with input / output of electric power by electromagnetic action. A vehicle comprising an internal combustion engine and an electric motor capable of outputting a driving force to an axle via a mechanical coupling mechanism,
A vehicle that performs loosening control, in which loosening of the coupling mechanism, which may occur in accordance with a change in torque acting on the coupling mechanism, is performed prior to the start control of the internal combustion engine. A control method for a vehicle including an internal combustion engine and an electric motor capable of outputting a driving force to an axle via a mechanical coupling mechanism,
(A) The required driving force is set based on the driving force request operation by the operator,
(B) When an attempt is made to output the set required driving force to the axle, when the sign does not change from the current driving force currently output to the axle, the required driving force is set to a predetermined change allowable value. When the target driving force that is increased or decreased toward the axle is set and the set required driving force is to be output to the axle, the value is 0 when the sign changes from the current driving force that is currently output to the axle. On the other hand, a target driving force that is increased or decreased toward the required driving force with a slowly changing allowable value that gradually changes around a predetermined central driving force that is the driving force of the sign on the required driving force side ,
(C) When an instruction to start the internal combustion engine is given while the target driving force is set using the predetermined change allowable value, the internal combustion engine is immediately started and the target value is set using the slow change allowable value. When the internal combustion engine is instructed to start while the driving force is being set, the internal combustion engine is started after a predetermined start permission condition is satisfied,
(D) A vehicle control method in which the internal combustion engine and the electric motor are driven and controlled so that the target driving force set by the target driving force setting means is output to the axle.

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