JP4055781B2 - Hybrid vehicle and control method thereof - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hybrid car, capable of determining better a driver's rapid acceleration demand, as well as terminating better increase in a drive force associated with a driver's rapid acceleration demand, and to provide its control method. <P>SOLUTION: The control method comprises a step of determining a driver's rapid acceleration demand (S130, S190) when an accel opening Acc is larger than a threshold A1, and an accel change &Delta;Acc is larger than a threshold A2, after a driver suddenly depresses the accel pedal by a large amount; a step of selecting a map for setting large torques (S220), where larger torques are set than a map for setting torques during normal operation, and a step of setting torque requirements Tr* (S230). The control method further comprises a step of determining the termination of a driver's rapid acceleration (S150, S160), when an accel opening Acc continues to be less than a cruising opening Acrs required for a cruising travel and a predetermined time has elapsed; a step of selecting a map for setting torques during normal operation as a default (S180); and a step of setting torque requirements Tr* (S230). <P>COPYRIGHT: (C)2006,JPO&amp;NCIPI

Description

  The present invention relates to a hybrid vehicle and a control method therefor, and more particularly to a hybrid vehicle that travels using power from at least one of power from an internal combustion engine and power from an electric motor and a control method therefor.

Conventionally, this type of hybrid vehicle uses power from the motor in addition to power from the engine based on a switch operated by the driver and a kickdown set in relation to the accelerator pedal and the throttle valve. A device that performs assist control has been proposed (see, for example, Patent Document 1). In this device, by performing such assist control, the driving force is increased as compared with the normal time to satisfy the driver's rapid acceleration request.
JP 2000-175305 A

  Thus, appropriately responding to the driver's rapid acceleration request can be considered as one of the important issues of the hybrid vehicle. Here, in order to appropriately respond to the driver's rapid acceleration request, it is necessary to appropriately determine the driver's rapid acceleration request. In consideration of the driver's drive feeling, it is necessary to consider that the driving force is smoothly increased in response to the driver's rapid acceleration request and that the driving force increase is properly terminated.

  One object of the hybrid vehicle and the control method thereof according to the present invention is to more appropriately determine the driver's rapid acceleration request. Another object of the hybrid vehicle and the control method thereof according to the present invention is to smoothly increase the driving force when the driver requests rapid acceleration. Furthermore, it is an object of the hybrid vehicle and the control method thereof of the present invention to more appropriately end the increase in driving force accompanying a driver's sudden acceleration request.

  The hybrid 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 hybrid vehicle of the present invention is
A hybrid vehicle that travels using power from at least one of power from an internal combustion engine and power from an electric motor,
An accelerator operation detecting means for detecting the driver's accelerator operation;
A cruise deceleration request determination for determining a cruise deceleration request for requesting at least one of cruise traveling or deceleration traveling with respect to the vehicle based on the detected accelerator operation, and a driver based on the detected accelerator operation. Request determining means for performing a large driving force determination for determining a large driving force request for requesting a large driving force to the vehicle;
A first relationship is set as a default to a requested driving force relationship that is a relationship between an accelerator operation and a requested driving force required for the vehicle, and the requested driving force relationship is determined when a large driving force request is determined by the request determining means. As a result, the second relationship is set to be a driving force greater than that of the first relationship with respect to the accelerator operation, and the request determining means cruises while the second relationship is set as the required driving force relationship. Requested driving force relationship setting means for setting the first relationship as the requested driving force relationship when a deceleration request is determined;
Requested driving force setting means for setting the requested driving force based on the detected accelerator operation and the set requested driving force relationship;
Control means for controlling the internal combustion engine and the electric motor to travel with a driving force based on the set required driving force;
It is a summary to provide.

  In the first hybrid vehicle of the present invention, the driver determines a cruise deceleration request for requesting at least one of cruise traveling or deceleration traveling with respect to the vehicle based on the driver's accelerator operation, and the driver's accelerator operation is performed. Because the driver determines a large driving force request that requires a large driving force to the vehicle, that is, it determines a large driving force request or a cruise deceleration request that is a sudden acceleration request based on the driver's accelerator operation. Thus, it is possible to more appropriately determine the driver's rapid acceleration request (large driving force request) and the end of the large driving force request. In the hybrid vehicle of the present invention, the first relationship is set as a default to the required driving force relationship that is the relationship between the accelerator operation and the required driving force required for the vehicle, and is requested when a large driving force request is determined. As the driving force relationship, a second relationship is set which is a driving force greater than the first relationship with respect to the accelerator operation, and the required driving required for the vehicle based on the driver's accelerator operation and the set required driving force relationship The internal combustion engine and the electric motor are controlled so as to travel with a driving force based on the required driving force by setting the force. That is, when the driver's request for a large driving force is determined, the required driving force relationship, which is the relationship between the accelerator operation and the required driving force required for the vehicle, is larger than the first relationship during normal operation. Since the second relationship is set and used for setting the required driving force, the driving force can be increased quickly and smoothly when the driver requests a large driving force. Further, when the cruise deceleration request is determined while the second relationship is set as the required driving force relationship in response to the large driving force request, the first relationship at the normal time is set as the required driving force relationship. Therefore, the increase in the driving force accompanying the driver's request for a large driving force can be terminated more appropriately.

  In the first hybrid vehicle of the present invention, the request determination unit may be a unit that determines whether the request is for a large driving force based on an operation amount and an operation speed in the accelerator operation. . By so doing, it is possible to more appropriately determine the driver's demand for large driving force. In this case, the request determination means may be means for determining that the request for large driving force is required when the operation amount in the accelerator operation is equal to or greater than a predetermined operation amount and the operation speed is equal to or greater than a predetermined speed. .

  In the first hybrid vehicle of the present invention, the request determination unit determines that the cruise deceleration request is made when an operation amount in the accelerator operation is equal to or less than a cruise operation amount necessary for cruising the vehicle. It can also be a means. In this way, the driver's cruise deceleration request can be more appropriately determined.

  Further, in the first hybrid vehicle of the present invention, the required driving force relationship setting means is provided for a predetermined time by the request determining means while the second relationship is set as the required driving force relationship. It may be a means for setting the first relationship as the required driving force relationship when it is determined that the cruise deceleration request is continued. In this way, it is possible to avoid the end of the increase in driving force due to a cruise deceleration request based on the driver's temporary accelerator operation. That is, when the driver temporarily returns the accelerator and performs a large operation again, the driving force accompanying the large driving force request can be continuously increased.

  Alternatively, in the first hybrid vehicle of the present invention, the first relationship is a relationship in which the second required driving force is set from the first required driving force to the maximum accelerator operating amount from the first accelerator operating amount. And the second relation sets a third required driving force that is larger than the second required driving force from the first required driving force with respect to the maximum accelerator operating amount from the first accelerator operating amount. It can also be a relationship. By so doing, the driving force can be increased from the first accelerator operation amount to the maximum accelerator operation amount when the driver requests a large driving force. As a result, the driving force for the operation amount less than the first accelerator operation amount is the same when the driver requests a large driving force and when the cruise deceleration request is issued. Increase can be finished more smoothly.

  The first hybrid vehicle of the present invention may further include accelerator operation feeling change means for changing the operation feeling of the accelerator operation substantially synchronously when the large driving force determination is made by the request determination means. it can. By so doing, it is possible to notify the driver that the large driving force determination has been made by the operational feeling of the accelerator operation.

  In the first hybrid vehicle of the present invention, when a request for a large driving force is not determined by the request determining means, a target rotational speed of the internal combustion engine is set based on the set required driving force using a predetermined constraint, A target rotational speed setting means for setting a target rotational speed greater than a target rotational speed set using the predetermined constraint when the demand determining means determines a large driving force request; and the control means includes the setting It may be a means for controlling the internal combustion engine to operate at the target rotational speed. By so doing, it is possible to quickly output a large amount of power from the internal combustion engine when a request for a large driving force is determined, and thus it is possible to quickly respond to the requested driving force. In this case, the target rotational speed setting means is a means for setting an upper limit rotational speed in control of the internal combustion engine as the target rotational speed when a request for a large driving force is determined by the request determining means. You can also. In this way, it is possible to output a large amount of power from the internal combustion engine more quickly, and it is possible to quickly respond to the required driving force.

The second hybrid vehicle of the present invention is
A hybrid vehicle that travels using power from at least one of power from an internal combustion engine and power from an electric motor,
An accelerator operation amount detection means for detecting the driver's accelerator operation amount;
An on / off switch that is turned off by an accelerator operation less than a predetermined amount by the driver, and is turned on by an accelerator operation of the predetermined amount or more;
When the on / off switch is off, a first relationship is set to a required driving force relationship that is a relationship between the accelerator operation and the required driving force required for the vehicle, and when the on / off switch is on, the required driving force is set. A required driving force relationship setting means for setting a second relationship, which is a driving force greater than the first relationship with respect to the accelerator operation as the force relationship;
An abnormality determination for determining an abnormality when the accelerator operation amount detected by the accelerator operation amount detection means is continuously on for a predetermined time and is equal to or less than a predetermined operation amount less than the predetermined amount in a state where the on / off switch is on. Means,
When the abnormality is determined by the abnormality determination unit, the required driving force relationship is smaller than the second relationship as compared to the second operation regardless of the setting of the required driving force relationship by the required driving force relationship setting unit. An abnormal-time relationship setting means for setting a third relationship as a driving force;
Requested driving force setting means for setting the requested driving force based on the detected accelerator operation amount and the set requested driving force relationship;
Control means for controlling the internal combustion engine and the electric motor to travel with a driving force based on the set required driving force;
It is a summary to provide.

  In the second hybrid vehicle of the present invention, when the driver performs an accelerator operation less than a predetermined amount, the first relationship is set to the required driving force relationship that is the relationship between the accelerator operation and the required driving force required for the vehicle. In addition, the required driving force is set based on the first relationship and the accelerator operation amount, and the internal combustion engine and the electric motor are controlled to run with the driving force based on the set required driving force. In the case of the accelerator operation, a second relationship that sets a greater driving force for the accelerator operation than the first relationship is set as the required driving force relationship, and the required driving force is based on the second relationship and the accelerator operation amount. And the internal combustion engine and the electric motor are controlled so as to travel with a driving force based on the set required driving force. Thus, when the driver performs an accelerator operation of a predetermined amount or more, the driver can travel with a larger driving force set for the accelerator operation. An abnormality is determined when the accelerator operation amount continues for a predetermined time and is less than or equal to a predetermined operation amount that is less than the predetermined amount with the on / off switch being on. A third relationship is set that is a smaller driving force for the accelerator operation than the second relationship, and a required driving force is set based on the third relationship and the accelerator operation amount, and based on the set required driving force. The internal combustion engine and the electric motor are controlled so as to travel with the driving force. Therefore, when an abnormality occurs in the on / off switch or the like, it is possible to suppress continuation of traveling with a larger driving force with respect to the accelerator operation.

  In the second hybrid vehicle of the present invention, the abnormality relationship setting means may be a means for setting the required driving force relationship with the first relationship as the third relationship. If it carries out like this, it can return to the required driving force relationship at the time of the accelerator operation of less than predetermined amount by a driver | operator.

  The second hybrid vehicle of the present invention may further include an accelerator operation feeling changing means for changing an operation feeling for the accelerator operation less than the predetermined amount and an operation feeling for the accelerator operation exceeding the predetermined amount. . By so doing, it is possible to notify the driver of a change in the required driving force relationship based on the operational feeling of the accelerator operation.

The first hybrid vehicle control method of the present invention comprises:
A control method for a hybrid vehicle that travels using power from at least one of power from an internal combustion engine and power from an electric motor,
(A) The driver's accelerator operation is detected,
(B) Based on the detected accelerator operation, it is determined whether or not the driver is a cruise deceleration request for requesting at least one of cruise traveling or deceleration traveling with respect to the vehicle, and driving is performed based on the detected accelerator operation. Determine whether or not the person is a large driving force request that requires a large driving force to the vehicle,
(C) A first relationship is set as a required driving force relationship which is a relationship between an accelerator operation and a required driving force required for the vehicle as a default, and when the large driving force request is determined, the required driving force relationship is A second relationship, which is a greater driving force for accelerator operation than the first relationship, is set, and the cruise deceleration request is determined while the second relationship is set as the required driving force relationship. The first relationship is set as the required driving force relationship,
(D) setting the required driving force based on the detected accelerator operation and the set required driving force relationship;
(E) The gist is to control the internal combustion engine and the electric motor so as to travel with a driving force based on the set required driving force.

  According to the first hybrid vehicle control method of the present invention, the driver determines a cruise deceleration request for requesting at least one of cruise traveling or deceleration traveling with respect to the vehicle based on the driver's accelerator operation and driving. The driver determines a large driving force request that requires a large driving force for the vehicle based on the accelerator operation of the driver, that is, a large driving force request or a cruise deceleration that is a sudden acceleration request based on the driver's accelerator operation. Since the request is determined, it is possible to more appropriately determine the driver's sudden acceleration request (large driving force request) and the end of the large driving force request. In the hybrid vehicle of the present invention, the first relationship is set as a default to the required driving force relationship that is the relationship between the accelerator operation and the required driving force required for the vehicle, and is requested when a large driving force request is determined. As the driving force relationship, a second relationship is set which is a driving force greater than the first relationship with respect to the accelerator operation, and the required driving required for the vehicle based on the driver's accelerator operation and the set required driving force relationship The internal combustion engine and the electric motor are controlled so as to travel with a driving force based on the required driving force by setting the force. That is, when the driver's request for a large driving force is determined, the required driving force relationship, which is the relationship between the accelerator operation and the required driving force required for the vehicle, is larger than the first relationship during normal operation. Since the second relationship is set and used for setting the required driving force, the driving force can be increased quickly and smoothly when the driver requests a large driving force. Further, when the cruise deceleration request is determined while the second relationship is set as the required driving force relationship in response to the large driving force request, the first relationship at the normal time is set as the required driving force relationship. Therefore, the increase in the driving force accompanying the driver's request for a large driving force can be terminated more appropriately.

  In the first hybrid vehicle control method of the present invention, the step (b) is the cruise deceleration request when the operation amount in the accelerator operation is equal to or less than the cruise operation amount necessary for cruising the vehicle. And determining that the large driving force request is made when the operation amount in the accelerator operation is a predetermined operation amount or more and the operation speed is a predetermined speed or more. In this way, it is possible to more appropriately determine the driver's cruise deceleration request and more appropriately determine the driver's large driving force request.

  Further, in the first hybrid vehicle control method of the present invention, the step (c) is performed at a predetermined time according to the step (b) while the second relationship is set as the required driving force relationship. It may be a step of setting the first relationship as the required driving force relationship when it is determined that the cruise deceleration request is continued. In this way, it is possible to avoid the end of the increase in driving force due to a cruise deceleration request based on the driver's temporary accelerator operation. That is, when the driver temporarily returns the accelerator and performs a large operation again, the driving force accompanying the large driving force request can be continuously increased.

  Further, in the first hybrid vehicle control method of the present invention, when the large driving force request is not determined in step (b), the target of the internal combustion engine is set based on the set required driving force using a predetermined constraint. Setting a rotational speed, and setting a target rotational speed larger than a target rotational speed set using the predetermined constraint when a large driving force request is determined in step (b), and the step (e ) May be a step of controlling the internal combustion engine to operate at the set target rotational speed. By so doing, it is possible to quickly output a large amount of power from the internal combustion engine when a request for a large driving force is determined, and thus it is possible to quickly respond to the requested driving force.

The second hybrid vehicle control method of the present invention comprises:
An on / off switch that is turned off by an accelerator operation less than a predetermined amount by the driver and turned on by an accelerator operation exceeding the predetermined amount is used to travel using power from at least one of the power from the internal combustion engine and the power from the electric motor. A method of controlling a hybrid vehicle,
(A) Detect the driver's accelerator operation amount,
(B) When the on / off switch is off, a first relationship is set to a required driving force relationship that is a relationship between the accelerator operation and the required driving force required for the vehicle, and when the on / off switch is on. As the required driving force relationship, a second relationship is set which is a larger driving force for accelerator operation than the first relationship,
(C) An abnormality is determined and the abnormality is determined when the detected accelerator operation amount continues for a predetermined time and is equal to or less than the predetermined operation amount less than the predetermined amount in a state where the on / off switch is on. In this case, regardless of the setting of the required driving force relationship in step (b), a third relationship is set as the required driving force relationship, which is a smaller driving force for accelerator operation than the second relationship,
(D) setting the required driving force based on the detected accelerator operation amount and the set required driving force relationship;
(E) The gist is to control the internal combustion engine and the electric motor so as to travel with a driving force based on the set required driving force.

  In the second hybrid vehicle control method of the present invention, when the driver performs an accelerator operation less than a predetermined amount, the first drive force relationship that is the relationship between the accelerator operation and the required drive force required for the vehicle is The relationship is set, and the required driving force is set based on the first relationship and the accelerator operation amount, and the internal combustion engine and the electric motor are controlled to run with the driving force based on the set required driving force. When the accelerator operation is greater than or equal to a predetermined amount, a second relationship is set as the required driving force relationship, which is a greater driving force for the accelerator operation than the first relationship, and based on the second relationship and the accelerator operation amount. A required driving force is set, and the internal combustion engine and the electric motor are controlled so as to travel with a driving force based on the set required driving force. Thus, when the driver performs an accelerator operation of a predetermined amount or more, the driver can travel with a larger driving force set for the accelerator operation. An abnormality is determined when the accelerator operation amount continues for a predetermined time and is less than or equal to a predetermined operation amount that is less than the predetermined amount with the on / off switch being on. A third relationship is set that is a smaller driving force for the accelerator operation than the second relationship, and a required driving force is set based on the third relationship and the accelerator operation amount, and based on the set required driving force. The internal combustion engine and the electric motor are controlled so as to travel with the driving force. Therefore, when an abnormality occurs in the on / off switch or the like, it is possible to suppress continuation of traveling with a larger driving force with respect to the accelerator operation.

  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 power output apparatus according to 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 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 thus configured hybrid vehicle 20 of the embodiment will be described. FIG. 2 is a flowchart showing an example of a drive control routine executed by the hybrid electronic control unit 70. This routine is repeatedly executed every predetermined time (for example, every 8 msec).

  When the drive control routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Nm1, of the motors MG1, MG2. A process of inputting data necessary for control, such as Nm2, the output limit Wout of the battery 50, is executed (step S100). Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. To do. The output limit Wout of the battery 50 is set based on the battery temperature Tb of the battery 50 detected by the temperature sensor 51 and the remaining capacity (SOC) of the battery 50, and is input from the battery ECU 52 by communication. did.

  When the data is input in this way, the accelerator change amount ΔAcc is calculated as a deviation between the input accelerator opening Acc and the accelerator opening (previous Acc) input when this routine was executed last time (step S110), and the vehicle speed. On the basis of V, a cruise opening Acrs is set as an accelerator opening necessary for cruise traveling at the vehicle speed V (step S120). Here, in the embodiment, the cruise opening degree Acrs is obtained by preliminarily obtaining a relationship between the vehicle speed V and the cruise opening degree Acrs through an experiment or the like and stored in the ROM 74 as a cruise opening degree setting map, and the vehicle speed V is given. The corresponding cruise opening degree Acrs was derived from the map and set. An example of the cruise opening setting map is shown in FIG.

  Subsequently, the input accelerator opening Acc is compared with a threshold value A1 (step S130). Here, the threshold value A1 is an accelerator opening for determining whether the driver is requesting rapid acceleration or large torque, and can be set to 70%, 80%, 90%, for example. it can. When the accelerator opening Acc is less than the threshold value A1, it is determined that the driver does not request rapid acceleration or large torque, and the value of the large torque request determination flag F is checked (step S140). Here, the large torque request determination flag F is determined when the accelerator opening degree Acc is determined to be greater than or equal to the threshold value A1 in step S130 described above, and the accelerator change amount ΔAcc is determined to be greater than or equal to the threshold value A2 in step S160 described later. Is determined to require rapid acceleration or large torque, and a value of 1 is set in step S200 described later. Considering a state where the acceleration acceleration or the large torque request by the driver is not determined, a value 0 is set in the large torque request determination flag F. When the large torque request determination flag F is 0, the normal torque setting map as a default is selected as the required torque setting map (step S180). Here, the required torque setting map is used to set the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b based on the accelerator opening Acc and the vehicle speed V. It is used. An example of a normal torque setting map is shown in FIG.

  When the required torque setting map is selected in this way, the required torque Tr * to be output to the ring gear shaft 32a and the engine 22 using the required torque setting map selected based on the accelerator opening Acc and the vehicle speed V inputted as data. Is set to the required power Pe * (step S230). Now, since it is considered that the driver is not determined to request rapid acceleration or large torque due to accelerator work, the normal torque setting map illustrated in FIG. 4 is used as the required torque setting map. In the embodiment, the required torque Tr * is set by deriving the required torque Tr * corresponding to the accelerator opening Acc and the vehicle speed V from the required torque setting map. The required power Pe * can be calculated as the sum of the set required torque Tr * multiplied by the rotational speed Nr of the ring gear shaft 32a and the charge / discharge required power Pb * required by the battery 50 and the loss Loss. The rotation speed Nr of the ring gear shaft 32a can be obtained by multiplying the vehicle speed V by the conversion factor k, or can be obtained by dividing the rotation speed Nm2 of the motor MG2 by the gear ratio Gr of the reduction gear 35.

  Next, the target rotational speed Ne * and the target torque Te * of the engine 22 are set based on the set required power Pe * (step S240). In this setting, the target rotational speed Ne * and the target torque Te * are set based on the operation line for efficiently operating the engine 22 and the required power Pe *. FIG. 5 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained from the intersection of the operation line and a curve with a constant required power Pe * (Ne * × Te *).

  Next, using the set target rotational speed Ne *, the rotational speed Nr (Nm2 / Gr) of the ring gear shaft 32a, and the gear ratio ρ of the power distribution and integration mechanism 30, the target rotational speed Nm1 of the motor MG1 is given by the following equation (1). * Is calculated and a torque command Tm1 * of the motor MG1 is calculated by equation (2) based on the calculated target rotational speed Nm1 * and the current rotational speed Nm1 (step S250). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 6 is a collinear diagram showing the dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30. As shown in FIG. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by multiplying the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. Expression (1) can be easily derived by using this alignment chart. The two thick arrows on the R axis indicate that torque Te * output from the engine 22 when the engine 22 is normally operated at the operation point of the target rotational speed Ne * and the target torque Te * is transmitted to the ring gear shaft 32a. Torque and torque that the torque Tm2 * output from the motor MG2 acts on the ring gear shaft 32a via the reduction gear 35. Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “k1” in the second term on the right side is a gain of a proportional term. “K2” in the third term on the right side is the gain of the integral term.

Nm1 * = Ne * ・ (1 + ρ) / ρ-Nm2 / (Gr ・ ρ)… (1)
Tm1 * = previous Tm1 * + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt… (2)

  When the target rotational speed Nm1 * of the motor MG1 and the torque command Tm1 * are calculated, the motor MG1 obtained by multiplying the output limit Wout of the battery 50 and the calculated torque command Tm1 * of the motor MG1 by the current rotational speed Nm1 of the motor MG1. The torque limit Tmax as the upper limit of the torque that may be output from the motor MG2 is calculated by dividing the deviation from the power consumption (generated power) by the rotation speed Nm2 of the motor MG2 by the following equation (3) (step S260) ), A temporary motor torque Tm2tmp as a torque to be output from the motor MG2 is calculated by using the required torque Tr *, the torque command Tm1 *, and the gear ratio ρ of the power distribution and integration mechanism 30 (step S270). Compare the calculated torque limit Tmax with the temporary motor torque Tm2tmp, MG2 is set as the torque command Tm2 * of the (step S280). Thus, by setting the torque command Tm2 * of the motor MG2, the required torque Tr * output to the ring gear shaft 32a as the drive shaft can be set as a torque limited within the range of the output limit Wout of the battery 50. it can. Equation (4) can be easily derived from the collinear diagram of FIG. 6 described above.

Tmax = (Wout-Tm1 * ・ Nm1) / Nm2 (3)
Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (4)

  Thus, when the target engine speed Ne *, the target torque Te *, and the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set, the target engine speed Ne * and the target torque Te * of the engine 22 are set in the engine ECU 24. Torque commands Tm1 * and Tm2 * for motors MG1 and MG2 are transmitted to motor ECU 40 (step S290), and the drive control routine is terminated. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * performs fuel injection control in the engine 22 such that the engine 22 is operated at an operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as ignition control. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. To do.

  Next, consider the case where the driver depresses the accelerator pedal 83 greatly and the accelerator opening Acc becomes equal to or greater than the threshold value A1. In this case, the accelerator opening Acc is determined to be greater than or equal to the threshold A1 in step S130, and the accelerator change amount ΔAcc is compared with the threshold A2 (step S190). The threshold value A2 is used to determine whether or not the driver is requesting quick rapid acceleration, and is set based on the interval at which this drive control routine is executed. When the accelerator change amount ΔAcc is less than the threshold value A2, it is determined that the driver does not request a rapid acceleration, and the value of the large torque request determination flag F is examined (step S200). The large torque request determination flag F is 0 because it is considered that the driver has stepped on the accelerator pedal 83 from a state in which the acceleration work or the request for large torque has not been determined by the driver's accelerator work. . When the large torque request determination flag F is 0, the normal torque setting map illustrated in FIG. 4 is selected as the required torque setting map (step S180), and the processing after step S230 is executed.

  If it is determined in step S190 that the accelerator change amount ΔAcc is greater than or equal to the threshold value A2, it is determined that the driver is requesting rapid acceleration, and a value 1 is set in the large torque request determination flag F (step S210). Then, a large torque setting map for rapid acceleration in which a larger torque than the normal torque setting map is set as the required torque Tr * is selected as the required torque setting map (step S220). FIG. 7 shows an example of a large torque setting map. In FIG. 7, the broken line indicates a normal torque setting map. The large torque setting map in the example of FIG. 7 is the same as the normal torque setting map when the accelerator opening Acc is less than 80%, and the normal torque when the accelerator opening Acc is 80% to 100%. A torque corresponding to 80% to 110% of the accelerator opening Acc in the setting map is set as the required torque Tr *. Therefore, in the large torque setting map, when the accelerator opening degree Acc is 100%, the torque when the accelerator opening degree Acc is 110% in the normal torque setting map, that is, the accelerator opening in the normal torque setting map. A torque larger than the torque when the degree Acc is 100% is set as the required torque Tr *. When the large torque setting map is selected as the required torque setting map in this way, the required torque Tr * and the required power Pe * are set using the selected large torque setting map (step S230), and the engine 22 is based on this. Target rotational speed Ne *, target torque Te *, torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set (steps S240 to S280), and the set target rotational speed Ne * and target torque Te * of the engine 22 are set. Is transmitted to the engine ECU 24, and torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S290). Thus, engine 22 and motors MG1, MG2 are controlled based on the set target rotational speed Ne *, target torque Te *, and torque commands Tm1 *, Tm2 * of motors MG1, MG2. Therefore, even if the driver depresses the accelerator pedal 83, the required torque Tr * is set using the large torque setting map. Therefore, the required torque Tr * is set using the normal torque setting map. As compared to the case, a large required torque Tr * is set, and a large driving force is output to the ring gear shaft 32a as a driving shaft. As a result, it is possible to respond to the driver's request for rapid acceleration.

  When the driver responds to the rapid acceleration request (large torque request), the value 1 is set in the large torque request determination flag F. Therefore, even if the accelerator change amount ΔAcc is less than the threshold A2, the accelerator opening Acc is the threshold A1. If it is above (steps S130, S190, S200), the large torque setting map is selected as the required torque setting map (step S220), and the required torque Tr * is set (step S230).

  When it is determined in step S130 that the accelerator opening degree Acc is less than the threshold value A1, the value of the large torque request determination flag F is checked (step S140), and when the large torque request determination flag F is the value 1, the accelerator opening degree Acc is cruised. It is determined whether it is below the opening degree Acrs (step S150). When the accelerator opening degree Acc is larger than the cruise opening degree Acrs, it is determined that there is a possibility that the driver may request quick rapid acceleration again, and the large torque setting map is selected as the required torque setting map (step) S220), the process after step S230 is executed. When the accelerator opening Acc is equal to or less than the cruise opening Acrs, it is determined whether or not a predetermined time has elapsed since the accelerator opening Acc became equal to or less than the cruise opening Acrs (step S160). Here, it is determined that the accelerator opening degree Acc is equal to or less than the cruise opening degree Acrs and the predetermined time elapses. The driver quickly accelerates again only after the accelerator pedal 83 is returned. This is because the required torque Tr * is set immediately using the large torque setting map as the required torque setting map. Various times such as 3 seconds and 5 seconds can be set as the predetermined time. Therefore, it is determined that there is a possibility that the driver may request rapid rapid acceleration again until the accelerator opening Acc becomes equal to or less than the cruise opening Acrs and a predetermined time elapses. The large torque setting map is selected (step S220), and the processing after step S230 is executed. On the other hand, if the accelerator opening Acc is equal to or less than the cruising opening Acrs and the predetermined time has elapsed, the driver is requesting cruising and deceleration, and there is little possibility of requesting quick sudden acceleration. The large torque request determination flag F is set to 0 (step S170), the normal torque setting map is selected as the required torque setting map (step S180), and the processes after step S230 are executed. .

  According to the hybrid vehicle 20 of the embodiment described above, since the driver's rapid acceleration request (large torque request) is determined when the driver suddenly depresses the accelerator pedal 83 suddenly, the driver's rapid acceleration request ( Large torque request) can be determined more appropriately. Further, in the hybrid vehicle 20 of the embodiment, as a large torque setting map used when the driver demands rapid acceleration (large torque request), the accelerator opening Acc is less than 80%, as in the normal torque setting map. The required torque Tr * is set, and when the accelerator opening Acc is 80% to 100%, the torque corresponding to 80% to 110% of the accelerator opening Acc in the normal torque setting map is set as the required torque Tr *. Therefore, it is possible to smoothly increase the torque when the driver requests rapid acceleration. Furthermore, according to the hybrid vehicle 20 of the embodiment, after the large torque setting map is selected as the required torque setting map, the accelerator opening required for the cruise to travel at the vehicle speed V at that accelerator opening Acc. Since the large torque setting map is selected as the required torque setting map until a predetermined time has elapsed continuously below the cruise opening degree Acrs, the driver must promptly respond to a quick sudden acceleration again. Can do. As a result, it is possible to more appropriately determine the end of the driver's sudden acceleration request (large torque request).

  In the hybrid vehicle 20 of the embodiment, as the large torque setting map, when the accelerator opening Acc is less than 80%, the required torque Tr * is set similarly to the normal torque setting map, and the accelerator opening Acc is 80%. For ~ 100%, the torque corresponding to 80% to 110% of the accelerator opening Acc in the normal torque setting map is set as the required torque Tr *. However, when the accelerator opening Acc is less than 70%, The required torque Tr * is set in the same way as the normal torque setting map, and when the accelerator opening Acc is 70% to 100%, it corresponds to 70% to 110% of the accelerator opening Acc of the normal torque setting map. Torque to be set as the required torque Tr *, or when the accelerator opening Acc is less than 60%, the normal torque setting The required torque Tr * is set in the same manner as the map, and when the accelerator opening Acc is 60% to 100%, the torque corresponding to 60% to 110% of the accelerator opening Acc in the normal torque setting map is set as the required torque Tr. Various things can be used, such as setting as *.

  In the hybrid vehicle 20 of the embodiment, after the large torque setting map is selected as the required torque setting map, the cruise opening as the accelerator opening required for the cruise opening at the vehicle speed V at the accelerator opening Acc is performed. The large torque setting map is selected as the required torque setting map until a predetermined time elapses below the degree Acrs. However, immediately after the accelerator opening Acc becomes the cruise opening Acrs or less, The torque setting map may be selected as the required torque setting map.

  In the hybrid vehicle 20 of the embodiment, when the large torque setting map is selected as the required torque setting map, the required power Pe * is set using the large torque setting map, and the required power Pe * is efficiently output. The target rotational speed Ne * and the target torque Te * of the engine 22 are set so that the engine 22 can operate, and the engine 22 is controlled to operate at the operating point of the target rotational speed Ne * and the target torque Te *. Since a large torque is required, a large amount of power can be output from the engine 22 quickly even if the efficiency of the engine 22 is somewhat poor. In this case, for example, a target rotational speed Ne * larger than the rotational speed at the operating point of the engine 22 that can efficiently output the required power Pe * may be set. Further, in this case, the upper limit rotational speed in the control of the engine 22 may be set to the target rotational speed Ne *. When the upper limit number of revolutions in the control of the engine 22 is set to the target revolution number Ne *, the drive control routine of FIG. 8 may be executed instead of the drive control routine of FIG. The drive control routine of FIG. 8 is the same as that of FIG. 2 except that the process of step S242 and the process of step S244 are added between the process of step S240 and the process of step S250 of the drive control routine of FIG. This is the same as the drive control routine. Therefore, the illustration of the processing from step S100 to S220 is omitted, and the same step number is assigned to the same processing as the drive control routine of FIG. In the drive control routine of FIG. 8, when the target rotational speed Ne * and the target torque Te * of the engine 22 are set in step S240, the large torque request determination flag F is checked (step S242), and the large torque request determination flag is determined. When F is a value 1, that is, when the large torque setting map is selected as the required torque setting map, the upper limit rotational speed Nmax in the control of the engine 22 is reset to the target rotational speed Ne * (step S244), and The torque command Tm1 * of the motor MG1 and the torque command Tm2 * of the motor MG2 are set using the set target rotational speed Ne * (steps S250 to S280), and the set target rotational speed Ne * and target torque Te of the engine 22 are set. * And torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are sent to the engine ECU 24 and the motor ECU 40. And (step S290), and ends the present routine. In this control, when the large torque setting map is selected as the required torque setting map, the upper limit rotational speed Nmax in the control of the engine 22 is reset to the target rotational speed Ne *, so the rotational speed Ne of the engine 22 increases rapidly. To do. Thereby, since the power output from the engine 22 also increases, the power that can be output to the ring gear shaft 32a as the drive shaft can also be increased. As a result, the required torque Tr * set using the large torque setting map can be quickly output to the ring gear shaft 32a. In addition, since the rotational speed Ne of the engine 22 increases rapidly, it is possible to give the driver a feeling similar to a shift feeling. As a result, the driving feeling of the driver can be improved. When the upper limit rotational speed Nmax is set as the target rotational speed Ne * of the engine 22, the torque command Tm1 * of the motor MG1 is set small because the rotational speed Ne of the engine 22 increases rapidly. For this reason, the torque in the required torque Tr * direction acting on the ring gear shaft 32a is temporarily reduced by outputting torque from the motor MG1, but this torque is covered by setting the torque command Tm2 * of the motor MG2 large. be able to. Therefore, the torque that can be output to the ring gear shaft 32a as the drive shaft may be slightly reduced temporarily. According to the hybrid vehicle 20 of the modified example described above, when the large torque setting map is selected as the required torque setting map, the upper limit rotational speed Nmax in the control of the engine 22 is reset to the target rotational speed Ne *. As a result, large power can be quickly output from the engine 22. As a result, a large torque can be quickly output to the ring gear shaft 32a as the drive shaft. In the hybrid vehicle 20 of the modified example, when the large torque setting map is selected as the required torque setting map, the upper limit rotational speed Nmax in the control of the engine 22 is reset to the target rotational speed Ne *. As long as the target rotational speed Ne * is reset as a target rotational speed Ne * that is set by the constraint of efficient driving, any rotational speed can be reset as the target rotational speed Ne *. Good.

  Next, a hybrid vehicle 20B as a second embodiment of the present invention will be described. As illustrated in FIG. 9, the hybrid vehicle 20B of the second embodiment is provided with a kick-down switch 84a that contacts and turns on when the accelerator pedal 83 is largely depressed, and the kick-down switch 84a The first embodiment illustrated and described with reference to FIG. 1 except that it includes a spring 84b attached to the kick-down switch 84a so that the accelerator operation feeling after the accelerator pedal 83 abuts becomes heavier than before. The hybrid vehicle 20 has the same configuration as that of the hybrid vehicle 20. Therefore, in order to avoid redundant description, the same components as those of the hybrid vehicle 20 of the first embodiment are denoted by the same reference numerals in the configuration of the hybrid vehicle 20B of the second embodiment, and the description thereof is omitted. To do.

  The position of the kick-down switch 84a is adjusted so as to come into contact with the accelerator pedal 83 when the depression amount of the accelerator pedal 83 is about 80% of the whole, and the output is turned on after the accelerator pedal 83 comes into contact. Is output to an input port (not shown) of the hybrid electronic control unit 70 when the contact with the accelerator pedal 83 is released. In addition, the spring 84b is attached with the movement direction of the kick-down switch 84a as a shaft, and is attached so as to act against a depression after the accelerator pedal 83 contacts the kick-down switch 84a.

  In the hybrid vehicle 20 of the second embodiment thus configured, drive control is performed by a drive control routine illustrated in FIG. 10 instead of the drive control routine of FIG. This drive control routine is also repeatedly executed every predetermined time (for example, every several msec).

  When the drive control routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Nm1, of the motors MG1, MG2. Data necessary for control such as Nm2, output limit Wout of battery 50, kick-down switch Ksw from kick-down switch 84a are input (step S500), and the value of kick-down switch Ksw is examined (step S510). When the kick-down switch Ksw is off, it is determined that the accelerator pedal 83 is not depressed greatly, and the normal torque setting map illustrated in FIG. 4 is selected as the required torque setting map (step S520). The same processing (steps S580 to S640) as the processing of steps S230 to S290 of the drive control routine is executed, and the drive control routine is ended. As a result, the required torque Tr * set using the normal torque setting map can be output to the ring gear shaft 32a as the drive shaft.

  On the other hand, when the kick-down switch Ksw is on, the accelerator opening Acc is compared with the threshold value Aset (step S530). Here, the threshold value Aset is for determining an abnormality of the kick-down switch 84a, and is set to be slightly smaller than the accelerator opening at which the accelerator pedal 83 contacts the kick-down switch 84a. If the kickdown switch 84a is normal, the accelerator opening Acc is larger than the threshold value Aset when the kickdown switch Ksw is on. When the accelerator opening Acc is equal to or greater than the threshold value Aset, it is determined that the abnormality of the kick-down switch 84a cannot be determined, the abnormality counter C is cleared to 0 (step S560), and a normal torque setting map is used as a required torque setting map. A large torque setting map (see FIG. 7) for rapid acceleration in which a torque larger than the map is set to the required torque Tr * is selected (step S570), the processing of steps S580 to S640 is executed, and the drive control routine is executed. finish. As a result, even if the driver depresses the accelerator pedal 83, the required torque Tr * is set using the large torque setting map. Therefore, the required torque Tr * is set using the normal torque setting map. As compared with the case where a large torque is required, a large required torque Tr * is set, and a large driving force is output to the ring gear shaft 32a as a driving shaft. As a result, it is possible to respond to the driver's request for rapid acceleration. When the kick-down switch 84a is turned on, the spring 84b acts on the subsequent depression of the accelerator pedal 83, so that the driver is informed of the accelerator operation feeling that the kick-down switch 84a is turned on. it can.

  When the accelerator opening Acc is less than the threshold value Aset in step S530, the abnormality counter C is incremented by 1 (step S540), and the incremented abnormality counter C is compared with the threshold value Cref (step S550). As described above, the threshold Aset is set to be slightly smaller than the accelerator opening at which the accelerator pedal 83 contacts the kick-down switch 84a. Therefore, when the kick-down switch Ksw is on, the accelerator opening Acc is the threshold value. A value larger than Aset. Therefore, when the kick down switch Ksw is on and the accelerator opening Acc is less than the threshold value Aset, there is a possibility that an abnormality has occurred in the kick down switch 84a. In the embodiment, the abnormality is determined when a state in which this abnormality may occur is continued for a predetermined time (for example, 1 second) using the abnormality counter C. For this reason, the threshold value Cref is set to a value corresponding to a predetermined time. When the abnormality counter C is less than the threshold value Cref, it is determined that an abnormality cannot be determined in the kick-down switch 84a, the large torque setting map is selected as the required torque setting map (step S570), and the processing of steps S580 to S640 is performed. To complete the drive control routine. On the other hand, when the abnormality counter C is equal to or greater than the threshold value Cref, it is determined that an abnormality has occurred in the kick-down switch 84a, and a normal torque setting map is selected as the required torque setting map (step S520), and steps S580 to S640 are performed. This process is executed, and the drive control routine is terminated. Accordingly, it is possible to prevent the large torque setting map from being continuously selected as the required torque setting map even when an abnormality occurs while the kick down switch 84a is turned on.

  According to the hybrid vehicle 20B of the second embodiment described above, when the driver depresses the accelerator pedal 83 greatly, the required torque Tr * is set using the large torque setting map even if the accelerator pedal 83 is depressed. Therefore, the required torque Tr * is set larger than when the required torque Tr * is set using the normal torque setting map, and a large driving force is output to the ring gear shaft 32a as the drive shaft. can do. As a result, it is possible to respond to the driver's request for rapid acceleration. Further, when an abnormality occurs in the state where the kick down switch 84a is turned on, the normal torque setting map is selected as the required torque setting map and drive control is performed, so that the large torque setting map is used as the required torque setting map. It can be avoided that the map continues to be selected. Further, when the kick-down switch 84a is turned on, the spring 84b acts on the subsequent depression of the accelerator pedal 83, so that the driver is informed of the accelerator operation feeling that the kick-down switch 84a is turned on. it can.

  In the hybrid vehicle 20B of the second embodiment, when an abnormality occurs in the state where the kick down switch 84a is turned on, the normal torque setting map is selected as the required torque setting map, and drive control is performed. If an abnormality occurs when the kick-down switch 84a is turned on, if the torque setting map is such that a smaller torque than the large torque setting map is set as the required torque setting map, the torque setting at normal time is set. The map may be controlled by selecting a map different from the map for use.

  In the hybrid vehicle 20B of the second embodiment, when the kick down switch 84a is turned on, the large torque setting map is selected as the required torque setting map for driving control, and when the kick down switch 84a is turned off, the normal time is set. However, after the kick-down switch 84a is turned on, the large-torque setting map is selected to control the drive and the kick-down switch 84a is turned on. After the accelerator opening Acc becomes equal to or less than a predetermined opening, a normal torque setting map may be selected and driven and controlled.

  In the hybrid vehicle 20B of the second embodiment, the spring 84b is attached to the shaft in the moving direction of the kick-down switch 84a, and the driver is informed by the accelerator operation feeling that the kick-down switch 84a is turned on. It is also possible to notify the driver that the kick-down switch 84a has been turned on by changing the accelerator operation feeling using a method other than the above. In addition, a method of notifying that the kick-down switch 84a is turned on by such an accelerator operation feeling may not be used. Furthermore, the method of notifying the driver that the large torque setting map is selected based on the accelerator operation feeling may be applied to the hybrid vehicle 20 of the first embodiment described above.

  In the hybrid vehicles 20 and 20B of the first and second embodiments, the power of the motor MG2 is shifted by the reduction gear 35 and output to the ring gear shaft 32a. However, the hybrid vehicle 120 of the modified example of FIG. As illustrated, the power of the motor MG2 is connected to an axle (an axle connected to the wheels 64a and 64b in FIG. 11) 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). It is good also as what to do.

  In the hybrid vehicles 20 and 20B of the first and second embodiments, 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. However, as illustrated in the hybrid vehicle 220 of the modified example of FIG. 12, the inner rotor 232 connected to the crankshaft 26 of the engine 22 and the outer shaft connected to the drive shaft that outputs power to the drive wheels 63a and 63b. The rotor 234 may be provided, and a counter-rotor motor 230 that transmits a part of the power of the engine 22 to the drive shaft and converts the remaining power into electric power may be provided.

  Thus, the present invention can be applied to a hybrid vehicle having any configuration as long as it can output power from the engine and the motor.

  The embodiments of the present invention have been described using the embodiments. However, the present invention is not limited to these embodiments, and can be implemented in various forms without departing from the gist of the present invention. Of course you get.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to an embodiment of the present invention. It is a flowchart which shows an example of the drive control routine performed by the electronic control unit for hybrids 70 of an Example. It is explanatory drawing which shows an example of the relationship between the vehicle speed V and the cruise opening degree Acrs. It is explanatory drawing which shows an example of the map for torque setting at the time of normal. It is explanatory drawing which shows a mode that an example of the operating line of the engine 22, and target rotational speed Ne * and target torque Te * are set. FIG. 4 is an explanatory diagram showing an example of a collinear diagram for dynamically explaining rotational elements of a power distribution and integration mechanism 30; It is explanatory drawing which shows an example of the map for large torque settings. It is a flowchart which shows an example of the drive control routine of a modification. It is explanatory drawing which shows the kickdown switch 84a, the spring 84b, etc. of 2nd Example. It is a flowchart which shows an example of the drive control routine performed by the electronic control unit for hybrid 70 of 2nd Example. 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, 20B, 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 Power line, 60 gear mechanism, 62 differential gear, 63a, 63b, 64a, 64b drive wheel, 70 electronic control unit for hybrid, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch H, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 84a kick down switch, 84b spring, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 230 to rotor motor, 232 inner Rotor 234 Outer rotor, MG1, MG2 motor.

Claims (17)

A hybrid vehicle that travels using power from at least one of power from an internal combustion engine and power from an electric motor,
An accelerator operation detecting means for detecting the driver's accelerator operation;
A cruise deceleration request determination for determining a cruise deceleration request for requesting at least one of cruise traveling or deceleration traveling with respect to the vehicle based on the detected accelerator operation, and a driver based on the detected accelerator operation. Request determining means for performing a large driving force determination for determining a large driving force request for requesting a large driving force to the vehicle;
A first relationship is set as a default to a requested driving force relationship that is a relationship between an accelerator operation and a requested driving force required for the vehicle, and the requested driving force relationship is determined when a large driving force request is determined by the request determining means. As a result, the second relationship is set to be a driving force greater than that of the first relationship with respect to the accelerator operation, and the request determining means cruises while the second relationship is set as the required driving force relationship. Requested driving force relationship setting means for setting the first relationship as the requested driving force relationship when a deceleration request is determined;
Requested driving force setting means for setting the requested driving force based on the detected accelerator operation and the set requested driving force relationship;
Control means for controlling the internal combustion engine and the electric motor to travel with a driving force based on the set required driving force;
A hybrid car with   2. The hybrid vehicle according to claim 1, wherein the request determination unit is a unit that determines whether the request is for a large driving force based on an operation amount and an operation speed in the accelerator operation.   3. The hybrid vehicle according to claim 2, wherein the request determination unit is a unit that determines that the large driving force request is made when an operation amount in the accelerator operation is a predetermined operation amount or more and an operation speed is a predetermined speed or more.   The request determination means is means for determining whether the request is a cruise deceleration request when an operation amount in the accelerator operation is equal to or less than a cruise operation amount necessary for cruising the vehicle. Hybrid car.   The required driving force relationship setting means determines that the request is a cruise deceleration request continuously for a predetermined time by the request determining means while the second relationship is set as the required driving force relationship. The hybrid vehicle according to any one of claims 1 to 4, which is means for setting the first relationship as the required driving force relationship. A hybrid vehicle according to any one of claims 1 to 5,
The first relationship is a relationship for setting the second required driving force from the first required driving force to the maximum accelerator operating amount from the first accelerator operating amount,
The second relationship is a relationship in which a third required driving force larger than the second required driving force is set from the first required driving force to the maximum accelerator operating amount from the first accelerator operating amount. Is a hybrid car.   The hybrid vehicle according to claim 6, further comprising an accelerator operation feeling change unit that changes an operation feeling of the accelerator operation substantially in synchronization with the determination of the large driving force by the request determination unit. A hybrid vehicle according to any one of claims 1 to 7,
When the demand determining means does not determine a large driving force request, a target rotational speed of the internal combustion engine is set based on the set required driving force using a predetermined constraint, and the request determining means outputs a large driving force request. A target rotational speed setting means for setting a target rotational speed greater than the target rotational speed set using the predetermined constraint when determined;
The control means is means for controlling the internal combustion engine to operate at the set target rotational speed.   9. The hybrid vehicle according to claim 8, wherein the target rotational speed setting means is means for setting an upper limit rotational speed in control of the internal combustion engine as the target rotational speed when a request for a large driving force is determined by the request determination means. . A hybrid vehicle that travels using power from at least one of power from an internal combustion engine and power from an electric motor,
An accelerator operation amount detection means for detecting the driver's accelerator operation amount;
An on / off switch that is turned off by an accelerator operation less than a predetermined amount by the driver, and is turned on by an accelerator operation of the predetermined amount or more;
When the on / off switch is off, a first relationship is set to a required driving force relationship that is a relationship between the accelerator operation and the required driving force required for the vehicle, and when the on / off switch is on, the required driving force is set. A required driving force relationship setting means for setting a second relationship, which is a driving force greater than the first relationship with respect to the accelerator operation as the force relationship;
An abnormality determination for determining an abnormality when the accelerator operation amount detected by the accelerator operation amount detection means is continuously on for a predetermined time and is equal to or less than a predetermined operation amount less than the predetermined amount in a state where the on / off switch is on. Means,
When the abnormality is determined by the abnormality determination unit, the required driving force relationship is smaller than the second relationship as compared to the second operation regardless of the setting of the required driving force relationship by the required driving force relationship setting unit. An abnormal-time relationship setting means for setting a third relationship as a driving force;
Requested driving force setting means for setting the requested driving force based on the detected accelerator operation amount and the set requested driving force relationship;
Control means for controlling the internal combustion engine and the electric motor to travel with a driving force based on the set required driving force;
A hybrid car with   The hybrid vehicle according to claim 10, wherein the abnormality relationship setting means is a means for setting the required driving force relationship with the first relationship as the third relationship.   The hybrid vehicle according to claim 10, further comprising an accelerator operation feeling changing unit that changes an operation feeling for an accelerator operation less than the predetermined amount and an operation feeling for an accelerator operation greater than the predetermined amount. A control method for a hybrid vehicle that travels using power from at least one of power from an internal combustion engine and power from an electric motor,
(A) The driver's accelerator operation is detected,
(B) Based on the detected accelerator operation, it is determined whether or not the driver is a cruise deceleration request for requesting at least one of cruise traveling or deceleration traveling with respect to the vehicle, and driving is performed based on the detected accelerator operation. Determine whether or not the person is a large driving force request that requires a large driving force to the vehicle,
(C) The first relationship is set as a default to the required driving force relationship that is the relationship between the accelerator operation and the required driving force required for the vehicle, and when the large driving force request is determined, the required driving force relationship is A second relationship, which is a greater driving force for accelerator operation than the first relationship, is set, and the cruise deceleration request is determined while the second relationship is set as the required driving force relationship. The first relationship is set as the required driving force relationship,
(D) setting the required driving force based on the detected accelerator operation and the set required driving force relationship;
(E) A control method for a hybrid vehicle, wherein the internal combustion engine and the electric motor are controlled to run with a driving force based on the set required driving force.   The step (b) determines that the cruise deceleration request is made when an operation amount in the accelerator operation is equal to or less than a cruise operation amount necessary for cruising the vehicle, and the operation amount in the accelerator operation is a predetermined operation amount. The hybrid vehicle control method according to claim 13, wherein the control step is a step of determining that the large driving force is required when the operation speed is equal to or higher than a predetermined speed.   When the step (c) is determined to be a cruise deceleration request continuously for a predetermined time by the step (b) while the second relationship is set as the required driving force relationship 15. The method for controlling a hybrid vehicle according to claim 13, wherein the first relationship is set as the required driving force relationship. A method for controlling a hybrid vehicle according to any one of claims 13 to 15,
When the large driving force request is not determined in step (b), the target rotational speed of the internal combustion engine is set based on the set required driving force using a predetermined constraint, and the large driving force is determined in step (b). A step of setting a target rotational speed greater than a target rotational speed set using the predetermined constraint when a request is determined;
The step (e) is a step of controlling the internal combustion engine to operate at the set target rotational speed. A hybrid vehicle control method. An on / off switch that is turned off by an accelerator operation less than a predetermined amount by the driver and turned on by an accelerator operation exceeding the predetermined amount is used to travel using power from at least one of the power from the internal combustion engine and the power from the electric motor. A method of controlling a hybrid vehicle,
(A) Detect the driver's accelerator operation amount,
(B) When the on / off switch is off, a first relationship is set to a required driving force relationship that is a relationship between the accelerator operation and the required driving force required for the vehicle, and when the on / off switch is on. As the required driving force relationship, a second relationship is set which is a larger driving force for accelerator operation than the first relationship,
(C) An abnormality is determined and the abnormality is determined when the detected accelerator operation amount continues for a predetermined time and is equal to or less than the predetermined operation amount less than the predetermined amount in a state where the on / off switch is on. In this case, regardless of the setting of the required driving force relationship in step (b), a third relationship is set as the required driving force relationship, which is a smaller driving force for accelerator operation than the second relationship,
(D) setting the required driving force based on the detected accelerator operation amount and the set required driving force relationship;
(E) A control method for a hybrid vehicle, wherein the internal combustion engine and the electric motor are controlled to run with a driving force based on the set required driving force.

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