JP4215044B2 - Hybrid vehicle and control method thereof - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress wasteful energy consumption resulting from a change in an operation point of an internal combustion for changing a range when changing a settable range of a requested drive force required for travelling can be set. <P>SOLUTION: In a state in which a DSS request is made from a driver in an accelerator-off state, a hybrid automobile 20 sets a requested torque Tr* required for travelling within a power range in which at least a lower limit of power is set so small as equivalent to a fourth stage (SP4) rather than a normal power range in which the DSS request is not made and a D position is selected as a shift position SP (S230), and sets a target rotating speed Ne* as a target operation point of an engine 22 by using a restriction similar to that in a normal time (S160). Thereby, the automobile 20 may suppress the wasteful energy consumption resulting from the change in the operation point of the engine 22 while increasing a braking force to be secured in a constant-speed travel control and in a following travel control. <P>COPYRIGHT: (C)2007,JPO&amp;INPIT

Description

  The present invention relates to a hybrid vehicle and a control method thereof.

Conventionally, as an example of a hybrid vehicle, an internal combustion engine capable of outputting power to a drive shaft connected to a drive wheel via a continuously variable transmission, and power input / output to / from the drive shaft as a secondary battery is charged / discharged There has been proposed one that includes an electric motor that performs the above and a cruise control system that automatically executes constant-speed running (see, for example, Patent Document 1). In this hybrid vehicle, when the cruise control system is not operating, the driving force corresponding to the accelerator operation amount of the driver is set using the first relationship that determines the correlation between the accelerator opening and the power to be output to the drive shaft. The internal combustion engine, the electric motor, and the transmission are controlled so that the set driving force is output to the driving shaft. Further, in this hybrid vehicle, when the cruise control system is operated, the drive shaft is driven so that the rotational speed of the drive shaft is maintained at the target rotational speed using the second relationship in which the lower limit of the power range is wider than the first relationship. By setting the driving force to be output to the shaft, even if a relatively large driving load is applied to the driving shaft, a large braking force corresponding to the driving load can be output to the driving shaft.
Japanese Patent No. 3648739

In Patent Document 1 described above, the rotation speed of the drive shaft is maintained at the target rotation speed by using the second relationship in which the lower limit of the power range is expanded compared to the normal first relationship when the cruise control system is operated. It is described that the driving force is set. However, Patent Document 1 does not describe in detail at which operating point the internal combustion engine is operated when changing the power range as the drive power setting range when the cruise control system is operated. However, in the hybrid vehicle described above, there is a risk that the energy efficiency during traveling may deteriorate depending on the setting of the operating point of the internal combustion engine.

  Therefore, the hybrid vehicle and the control method thereof according to the present invention are intended to suppress useless energy consumption associated with the change of the operating point of the internal combustion engine when changing the settable range of the required driving force required for traveling. One of them. Further, the hybrid vehicle and the control method thereof according to the present invention are configured to more appropriately set the required driving force required for traveling and the operating point of the internal combustion engine corresponding to the required driving force according to the traveling conditions. One of the purposes is to improve.

  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 according to the present invention is:
An internal combustion engine;
Power power input / output means connected to the first axle as one of the axles and the output shaft of the internal combustion engine and capable of inputting / outputting power to / from the first axle and the output shaft with input / output of power and power When,
An electric motor capable of inputting / outputting power to / from a second axle that is either the first axle or an axle different from the first axle;
Power storage means capable of exchanging power between the power drive input / output means and the electric motor;
At the normal time when the predetermined condition is not satisfied, the required driving force required for traveling within the first power range is set, while at the time when the predetermined condition is satisfied, at least the lower limit of the power than the first power range is set. Required driving force setting means for setting a required driving force required for traveling within the second power range where the
Target operating point setting means for setting a target operating point of the internal combustion engine based on the set required driving force and predetermined constraints;
The internal combustion engine, the power power input / output means, and the electric motor are controlled so that the internal combustion engine is operated at the set target operating point and a driving force based on the set required driving force is output. Control means;
Is provided.

  In the first hybrid vehicle according to the present invention, when the predetermined condition is not satisfied, the required driving force required for traveling is set within the first power range, and when the predetermined condition is satisfied, The required driving force required for traveling is set within a second power range in which at least the lower limit of power is smaller than the power range of 1, and the set required driving force and a predetermined value are set both in the normal time and when the condition is satisfied. The internal combustion engine, the electric power drive input / output means, and the electric motor are controlled so that the internal combustion engine is operated at a target operation point set based on the above-described restrictions and the driving force based on the set required driving force is output. As described above, when the required driving force required for traveling is set within the second power range in which the lower limit of the power is at least smaller than the first power range due to the establishment of the predetermined condition, the same restrictions as in normal times are set. By setting the target operating point of the internal combustion engine using the above, it is possible to suppress wasteful energy consumption accompanying the change of the operating point of the internal combustion engine. Here, the “lower limit of the power range” may be a negative value (braking force).

  The first hybrid vehicle according to the present invention includes a power range that is a settable range of the required driving force and an operating point constraint that is a constraint for setting the operating point of the internal combustion engine corresponding to the required driving force. May further include an operating condition setting means for setting any one of a plurality of operating conditions as different operating conditions as the operating conditions for execution, wherein the first power range includes the plurality of operating conditions. The second power range corresponds to a second operating condition different from the first operating condition, and corresponds to an operating point in the second operating condition. The restriction may be such that the rotational speed of the internal combustion engine is increased as the vehicle speed increases as compared with the driving point restriction in the first driving condition. Thus, when the condition is established, it is possible to set the operating point of the internal combustion engine according to the operating point constraint in the first operating condition while setting the required driving force within the power range in the second operating condition. It is possible to suppress the increase in the rotational speed of the internal combustion engine while reducing the lower limit of the required driving force, and it is possible to suppress wasteful energy consumption accompanying the increase in the rotational speed of the internal combustion engine.

  In this case, the driving condition setting means is a shift setting means for setting an execution shift position from a plurality of shift positions in accordance with a driver's shift operation, and the plurality of driving conditions are the plurality of shift positions. May be associated with.

  Further, the required driving force setting means can set the required driving force based on the accelerator depression amount by the driver and sets the required driving force based on predetermined information without being based on the accelerator depression amount by the driver. It may be possible, and when the condition is satisfied, an automatic traveling control request is made by the driver so that the required driving force is set based on the predetermined information without being based on the accelerator depression amount. It may be time. As described above, when the automatic travel control request is made by the driver, the required driving force is set within the second power range where the lower limit of the power is smaller than the first power range, thereby ensuring the automatic travel control. The vehicle operability can be improved by increasing the possible braking force.

  Further, the requested driving force setting means executes at least one of constant speed traveling and follow-up traveling with respect to the preceding vehicle based on the predetermined information when the automatic traveling control request is made by the driver. The required driving force may be set so as to be.

  The power power input / output means is connected to the first axle, the output shaft of the internal combustion engine, and a rotatable third shaft, and is used for power input / output to any two of these three shafts. There may be provided three-axis power input / output means for inputting / outputting power determined on the basis of the remaining shaft, and a generator capable of inputting / outputting power to / from the third shaft.

The second hybrid vehicle according to the present invention is:
An internal combustion engine;
Power power input / output means connected to the first axle as one of the axles and the output shaft of the internal combustion engine and capable of inputting / outputting power to / from the first axle and the output shaft with input / output of power and power When,
An electric motor capable of inputting / outputting power to / from a second axle that is either the first axle or an axle different from the first axle;
Power storage means capable of exchanging power between the power drive input / output means and the electric motor;
A plurality of drivings that define driving force setting constraints for setting a required driving force required for traveling and driving point constraints for setting an operating point of the internal combustion engine corresponding to the required driving force in different modes. An operation condition setting means for setting any one of the conditions as an operation condition for execution;
During normal times when the predetermined condition is not satisfied, the required driving force and the operation point of the internal combustion engine are set according to the driving force setting constraint and the operation point constraint in the set execution operation condition, while when the condition when the predetermined condition is satisfied And setting one of the required driving force or the operating point of the internal combustion engine according to the driving force setting constraint or the operating point constraint in the predetermined operating condition regardless of the set execution operating condition and the predetermined operating condition; Is a required driving force / operating point setting means for setting the other of the required driving force or the operating point of the internal combustion engine according to a driving force setting constraint or an operating point constraint in any of different operating conditions;
Control for controlling the internal combustion engine, the power drive input / output means, and the electric motor so that the internal combustion engine is operated at the set operating point and a driving force based on the set required driving force is output. Means,
Is provided.

  In the second hybrid vehicle according to the present invention, the driving force setting constraint for setting the required driving force required for traveling and the operating point constraint for setting the operating point of the internal combustion engine corresponding to the required driving force are respectively set. After setting any one of a plurality of operating conditions defined in different modes as an operating condition for execution, in normal times when the predetermined condition is not satisfied, driving force setting restrictions and operating points in the set operating conditions for execution While the required driving force and the operating point of the internal combustion engine are set according to the constraints, when the predetermined condition is satisfied, the required driving force and the operating point constraint under the predetermined operating condition are required regardless of the set execution operating condition. Either one of the driving force or the operating point of the internal combustion engine is set and is different from the predetermined operating condition The other of the requested driving force or the operating point of the internal combustion engine is set according to the driving force setting constraint or the operating point constraint in the operating condition, and the internal combustion engine is operated at the set operating point and based on the set required driving force The internal combustion engine, the power drive input / output means, and the electric motor are controlled so that the driving force is output. As described above, when the predetermined condition is satisfied, one of the driving force setting constraint and the driving point constraint is selected from the predetermined driving condition regardless of the set operation condition for execution, and the other of the driving force setting constraint and the driving point constraint is selected. Is selected from any operating condition different from the predetermined operating condition, so that the required driving force required for traveling and the operation of the internal combustion engine corresponding to the required driving force are determined according to the traveling condition when the condition is satisfied. It is possible to improve the vehicle performance by setting the points more appropriately.

  Further, in the second hybrid vehicle according to the present invention, the driving condition setting means is a shift setting means for setting an execution shift position from a plurality of shift positions in accordance with a driver's shift operation. The operating condition may be associated with the plurality of shift positions.

  Further, the required driving force / driving point setting means can set the required driving force based on the accelerator depression amount by the driver, and the required driving based on the predetermined information without being based on the accelerator depression amount by the driver. A force may be set, and when the condition is satisfied, an automatic traveling control request for setting the required driving force based on the predetermined information without depending on the accelerator depression amount is issued to the driver It may be when As a result, when a condition for which an automatic traveling control request is made by the driver is established, a required driving force required for traveling according to the traveling condition at the time of automatic traveling control, and an operating point of the internal combustion engine corresponding to the requested driving force Can be set more appropriately, and the vehicle performance can be further improved.

  Further, the requested driving force / driving point setting means is configured to provide at least one of constant speed traveling and follow-up traveling with respect to a preceding vehicle based on the predetermined information when the automatic traveling control request is made by a driver. The required driving force may be set so that is executed.

  Further, the power power input / output means is connected to the first axle, the output shaft of the internal combustion engine, and a rotatable third shaft, and is used for power input / output to any two of these three shafts. There may be provided three-axis power input / output means for inputting / outputting power determined on the basis of the remaining shaft, and a generator capable of inputting / outputting power to / from the third shaft.

A first hybrid vehicle control method according to the present invention includes:
Connected to the internal combustion engine, the first axle, which is one of the axles of the vehicle, and the output shaft of the internal combustion engine, and can input and output power to the first axle and the output shaft with input and output of electric power and power Power input / output means, an electric motor capable of inputting / outputting power to / from a second axle which is either the first axle or an axle different from the first axle, and the electric power input / output means and the electric motor A method of controlling a hybrid vehicle comprising a power storage means capable of exchanging electric power between,
(A) At a normal time when the predetermined condition is not satisfied, a required driving force required for traveling is set within the first power range, and when the predetermined condition is satisfied, at least the first power range is set. Setting a required driving force required for traveling within a second power range in which the lower limit of power is small;
(B) setting a target operating point of the internal combustion engine based on the set required driving force and predetermined constraints;
(C) controlling the internal combustion engine, the power power input / output means, and the electric motor so that the internal combustion engine is operated at the set target operating point and a driving force based on the set required driving force is output. And steps to
Is included.

  As in this method, when setting the required driving force required for traveling in the second power range where the lower limit of the power is at least smaller than the first power range when the predetermined condition is satisfied, the same as in the normal state By setting the target operating point of the internal combustion engine using this restriction, it is possible to suppress wasteful energy consumption accompanying the change of the operating point of the internal combustion engine.

The second hybrid vehicle according to the present invention is:
Connected to the internal combustion engine, the first axle, which is one of the axles of the vehicle, and the output shaft of the internal combustion engine, and can input and output power to the first axle and the output shaft with input and output of electric power and power Power input / output means, an electric motor capable of inputting / outputting power to / from a second axle which is either the first axle or an axle different from the first axle, and the electric power input / output means and the electric motor A method of controlling a hybrid vehicle comprising a power storage means capable of exchanging electric power between,
(A) A driving force setting constraint for setting a required driving force required for travel and an operating point constraint for setting an operating point of the internal combustion engine corresponding to the required driving force are defined in different modes. A step of setting any one of a plurality of operating conditions as an operating condition for execution;
(B) During normal times when the predetermined condition is not satisfied, the required driving force and the operating point of the internal combustion engine are set according to the driving force setting constraint and the operating point constraint in the set execution operating condition, while the predetermined condition is satisfied When the condition is satisfied, one of the required driving force or the operating point of the internal combustion engine is set according to the driving force setting constraint or the operating point constraint under a predetermined operating condition regardless of the set execution operating point and the predetermined engine operating point is set. Setting the other of the requested driving force or the operating point of the internal combustion engine according to the driving force setting constraint or the operating point constraint in any operating condition different from the operating condition;
(C) controlling the internal combustion engine, the power power input / output means, and the electric motor so that the internal combustion engine is operated at the set operating point and a driving force based on the set required driving force is output. Steps,
Is included.

  As in this method, when the predetermined condition is satisfied, one of the driving force setting constraint and the operating point constraint is selected from the predetermined operating condition regardless of the set operation condition for execution, and the driving force setting constraint and the operating point constraint are selected. By selecting the other of the driving conditions from any one of the driving conditions different from the predetermined driving condition, the required driving force required for traveling and the internal combustion engine corresponding to the required driving force according to the traveling condition when the condition is satisfied It is possible to improve the vehicle performance by more appropriately setting the driving point.

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

  FIG. 1 is a schematic configuration diagram of a hybrid vehicle 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, Electronically controlled hydraulic brake unit (ECB) including a master cylinder 90 for applying braking torque to the drive wheels 63a and 63b and a driven wheel (not shown), a brake actuator 92 and wheel cylinders 96a to 96d, and driving support for the driver・ Driver support electronic control unit (hereinafter "DSSECU") Say) a 95, the hybrid electronic control unit that controls the whole power output apparatus (hereinafter, a "hybrid ECU") 70.

  The engine 22 is an internal combustion engine that outputs power using hydrocarbon fuel such as gasoline or light oil, and an engine electronic control unit (hereinafter referred to as “engine ECU”) that inputs signals from various sensors that detect the operating state of the engine 22. ) 24) is under operation control such as fuel injection control, ignition control, and intake air amount adjustment control. The engine ECU 24 communicates with the hybrid ECU 70, controls the operation of the engine 22 by a control signal from the hybrid ECU 70, and outputs data related to the operation state of the engine 22 to the hybrid ECU 70 as necessary.

  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. 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. The power distribution and integration mechanism 30 includes the motor MG1. 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.

  Motor MG1 and motor MG2 are both configured as well-known synchronous generator motors that can operate as generators and can operate as motors, and exchange power with 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 bus and a negative bus shared by the inverters 41 and 42, and the power generated by any one of the motors MG 1 and MG 2 It can be consumed by a motor. Therefore, the battery 50 is charged / discharged by electric power generated from one of the 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 “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 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 ECU 70, controls the driving of the motors MG1, MG2 by a control signal from the hybrid ECU 70, and outputs data related to the operating state of the motors MG1, MG2 to the hybrid ECU 70 as necessary.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as “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, and the battery ECU 52 communicates data regarding the state of the battery 50 as necessary. Is output to the hybrid ECU 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 brake actuator 92 is a hydraulic pressure of the braking force to be applied to the hybrid vehicle 20 based on the pressure of the master cylinder 90 (master cylinder pressure) and the vehicle speed V that change according to the depression amount of the brake pedal 85 by the driver. The hydraulic pressures to the wheel cylinders 96a to 96d are adjusted so that the braking torque corresponding to the share by the brake unit acts on the drive wheels 63a and 63b and the driven wheels (not shown). The brake actuator 92 of the embodiment is controlled by a brake electronic control unit (hereinafter referred to as “brake ECU”) 94, and is independent of the driver's stepping operation of the brake pedal 85 under the control of the brake ECU 94. The hydraulic pressures of the wheel cylinders 96a to 96d can be adjusted so that the braking torque acts on the drive wheels 63a and 63b and the driven wheels. The brake ECU 94 indicates a wheel speed from a wheel speed sensor (not shown) provided for the driving wheels 63a and 63b and the driven wheel, a steering angle from a steering angle sensor (not shown), etc. via a signal line (not shown). Based on these signals, anti-skid control (ABS) that prevents any of the driving wheels 63a, 63b and the driven wheels from locking and slipping when the driver depresses the brake pedal 85, Traction control (TRC) that prevents any of the drive wheels 63a and 63b from slipping and slipping when the driver depresses the accelerator pedal 83, mainly in the turning direction of the entire vehicle when the hybrid vehicle 20 is turning. Vehicle stabilization control (VSC) or the like for ensuring stability is executed. The brake ECU 94 communicates with the hybrid ECU 70, controls the brake actuator 92 based on a control signal from the hybrid ECU 70, and outputs data related to the state of the brake actuator 92 to the hybrid ECU 70 as necessary.

  The hybrid ECU 70 is configured as a microprocessor centered on the CPU 72, and includes a ROM 74 that stores a processing program, a RAM 76 that temporarily stores data, an input / output port and a communication port (not shown), in addition to the CPU 72. . The hybrid ECU 70 includes an ignition signal from the ignition switch 80, a shift position SP from the shift position sensor 82 that detects the shift position SP that is the operation position of the shift lever 81, and an accelerator pedal position sensor that detects the amount of depression of the accelerator pedal 83. The accelerator opening Acc from 84, 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 ECU 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, the battery ECU 52, the brake ECU 94, and the DSSECU 95. Is doing.

  Further, in the hybrid vehicle 20 of the embodiment, as the shift position SP of the shift lever 81, in addition to the parking position used during parking, the reverse position for reverse travel, the neutral position for neutral, the normal D position for forward travel, etc. A sequential shift position (S position), an upshift instruction position, and a downshift instruction position are prepared. When the D position is selected as the shift position SP, the hybrid vehicle 20 of the embodiment is controlled to drive the engine 22 efficiently. If the S position is selected as the shift position SP, the ratio of the rotational speed of the engine 22 to the vehicle speed V can be changed to, for example, six levels (SP1 to SP6). In the embodiment, when the shift lever 81 is set to the S position by the driver, the shift position SP is set to SP5 at the fifth stage, and the shift position sensor 82 detects that the shift position SP = SP5. Thereafter, when the shift lever 81 is set to the upshift instruction position, the shift position SP is raised by one step (upshifted), while when the shift lever 81 is set to the downshift instruction position, the shift position SP is set to 1. The position is lowered (downshifted) step by step, and the shift position sensor 82 outputs the current shift position SP according to the operation of the shift lever 81. As described above, when the driver performs the upshift and downshift operations of the shift lever 81, the rotational speed of the engine 22 is changed by adjusting the torque output from the motor MG1, and accordingly, the stepped speed is increased. The driving feeling similar to the feeling of shifting in a vehicle equipped with this automatic transmission can be given to the drivers.

  Further, the DSSECU 95 provided in the hybrid vehicle 20 of the embodiment includes a CPU (not shown), a ROM for storing various processing programs, a RAM for temporarily storing data, an input / output port, a communication port, and the like. The automatic driving control of the hybrid vehicle 20 such as constant speed traveling control for keeping the vehicle speed at the target vehicle speed set by the driver and follow-up traveling control for the preceding vehicle is executed in a state where there is no accelerator operation. For this reason, the DSSECU 95 inputs information such as the vehicle speed V from the vehicle speed sensor 88, the presence / absence of a preceding vehicle from the radar sensor 97 including a laser radar or a millimeter wave radar, the inter-vehicle distance, and the relative speed, and the hybrid ECU 70. Various control signals and data are exchanged by communication between them. A DSS switch 95 is connected to the DSSECU 95, and the driver operates the DSS switch 99 to set ON / OFF of automatic driving control, setting of a target vehicle speed during constant speed driving, and acceleration / deceleration setting. Etc. can be executed. When the driver makes a request for automatic driving control (hereinafter referred to as “DSS request”) via the DSS switch 99, the DSSECU 95 determines the hybrid vehicle 20 based on information from the vehicle speed sensor 88, the radar sensor 97, and the like. A required driving force (required torque Trdss) required for realizing high-speed traveling and follow-up traveling is calculated and output to the hybrid ECU 70. In the embodiment, the DSS request by the driver is allowed only when the shift position SP is the D position, SP6, SP5 and SP4, and the automatic operation control by the DSSECU 95 is canceled by the operation of the DSS switch 99 by the driver. In addition, it is released when the brake pedal 85 is depressed by the driver or when the shift position SP is set to one of SP3, SP2 and SP1 during traveling.

  The hybrid vehicle 20 of the embodiment configured as described above is a request 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. The engine 22, the motor MG <b> 1, and the motor MG <b> 2 are controlled so that the torque is calculated and the required power corresponding to the required torque is output to the ring gear shaft 32 a. As the operation control mode of the engine 22, the motor MG1, and the motor MG2, the engine 22 is operated and 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 a power distribution integration mechanism. 30, a 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 the power corresponding to the sum is output from the engine 22, and all or a part of the power output from the engine 22 with charge / discharge of the battery 50 is the power distribution integration mechanism 30 and the motor MG1. And the motor MG2 with torque conversion, the required power is ring gear A charge / discharge operation mode for driving and controlling the motor MG1 and the motor MG2 to be output to the shaft 32a, and a motor for controlling the operation so as to output the power corresponding to the required power from the motor MG2 to the ring gear shaft 32a. There are operation modes.

  Next, the operation of the hybrid vehicle 20 according to the embodiment when the accelerator is off, particularly, the operation of the hybrid vehicle 20 when the DSS request is made by the driver in the accelerator off state will be described. FIG. 2 is a flowchart showing an example of a drive control routine executed by the hybrid ECU 70 when the accelerator is off. This routine is repeatedly executed every predetermined time (for example, every several msec).

  When the drive control routine of FIG. 2 is started, first, the CPU 72 of the hybrid ECU 70 first determines the vehicle speed V from the vehicle speed sensor 88, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2, and the shift positions SP and DSS from the shift position sensor 82. Input processing of data necessary for control such as the value of the flag and the input / output limits Win and 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. In addition, as for the value of the DSS flag, the value set by the DSSECU 95 according to the presence or absence of a DSS request via the DSS switch 99 by the driver is input from the DSSECU 95 by communication. When a DSS request is made by the driver, the DSSECU 95 sets a DSS flag that is set to a value of 0 when there is no DSS request to a value of 1. Further, the input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 detected by the temperature sensor 51 and the remaining capacity (SOC) of the battery 50 from the battery ECU 52 by communication. To do. The input / output limits Win and Wout of the battery 50 are set to the basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limiting correction coefficient and the input are set based on the remaining capacity (SOC) of the battery 50. The limiting correction coefficient is set, and the input / output limits Win and Wout can be set by multiplying the basic value of the set input / output limits Win and Wout by the correction coefficient. FIG. 3 shows an example of the relationship between the battery temperature Tb and the input / output limits Win, Wout, and FIG. 4 shows an example of the relationship between the remaining capacity (SOC) of the battery 50 and the correction coefficients of the input / output limits Win, Wout.

  After the data input process in step S100, the presence / absence of a DSS request by the driver is determined based on the value of the input DSS flag (step S110). If no DSS request is made, the shift position SP input in step S100 is determined. And a required torque Tr * as a braking torque corresponding to the shift position SP based on the vehicle speed V (step S120), and a replacement torque Tch described later is set to a value 0 (step S130). Here, in the process of step S120 in the embodiment, the relationship among the shift position SP, the vehicle speed V, and the required torque Tr * is determined in advance and stored in the ROM 74 as a required torque setting map, and the vehicle speed V, the shift position SP, and the like. , The required torque Tr * corresponding to both is derived from the map and set. FIG. 5 shows an example of the required torque setting map. The required torque setting map illustrated in FIG. 5 shows that the required torque Tr * when the accelerator is off (when Acc = 0%) is obtained even at the same vehicle speed V as the shift position SP becomes the D position for forward running, SP6 to SP1. It is determined to be small, that is, to be large as the braking torque, and in step S120, within the range of the required torque defined by the required torque setting map according to the shift position SP set by the driver. The required torque Tr * is set (within the power range), that is, within a range surrounded by a curve when Acc = 100% and a curve when Acc = 0%.

  When the replacement torque Tch is set to 0 in step S130, it is determined whether the shift position SP is the D position or the S position (step S140). If the shift position SP is the D position, the following equation (1) is obtained. The target torque Te * as the braking torque to be output from the engine 22 is calculated (step S150), and the target rotational speed Ne * of the engine 22 corresponding to the calculated target torque Te * is set (step S160). Here, Expression (1) is a dynamic relational expression related to the rotating element of the power distribution and integration mechanism 30 when the engine 22 in the fuel cut state is caused to generate engine brake. FIG. 6 shows an example of a collinear diagram showing a dynamic relationship between the rotational speed and torque of each rotary element in the power distribution and integration mechanism 30 when the engine brake is generated in the engine 22. In FIG. 6, the S axis indicates the rotation speed of the sun gear 31 that matches the rotation speed Nm1 of the motor MG1, the C axis indicates the rotation speed of the carrier 34 that matches the rotation speed Ne of the engine 22, and the R axis indicates the drive shaft. The rotation speed Nr of the ring gear shaft 32a is shown. Two thick arrows on the R axis in FIG. 6 indicate torque (= −Tm1) directly transmitted from the engine 22 to the ring gear shaft 32a when the engine 22 is operated at the operation point of the target torque Te * and the target rotation speed Ne *. * / Ρ) and torque (= Tm2 * · Gr) transmitted from the motor MG2 to the ring gear shaft 32a via the reduction gear 35. By using the collinear diagram of FIG. 6 and introducing a coefficient k indicating the share of the engine 22 in the torque Tr * to be output to the ring gear shaft 32a as the drive shaft, the equation (1) can be easily obtained. Can lead. The coefficient k in the equation (1) may be set to 0.5, for example, or may be changed within a range from 0 to 1 according to the vehicle speed V. In step S160, the relationship between the target braking torque Te * and the target rotational speed Ne * is determined in advance and stored in the ROM 74 as a target rotational speed setting map for selecting the D position. When given, the corresponding target rotational speed Ne * is derived and set from the target rotational speed setting map. FIG. 7 shows an example of a target rotation speed setting map used when the D position is selected.

 Te * = k ・ (1 + ρ) ・ Tr * (1)

  Subsequently, using the target rotational speed Ne * set in step S160, 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 motor MG1 is operated according to the following equation (2). A target rotational speed Nm1 * is calculated, and a torque command Tm1 * for the motor MG1 is set by calculation using the following equation (3) based on the calculated target rotational speed Nm1 * and the current rotational speed Nm1 (step S170). ). Expression (2) is also a dynamic relational expression related to the rotational elements of the power distribution and integration mechanism 30 and can be easily derived by using the rotational speed relationship in the collinear chart of FIG. Thus, the engine 22 is rotated at the target rotational speed Ne * by setting the torque command Tm1 * so that the motor MG1 rotates at the target rotational speed Nm1 * obtained from the equation (2) and drivingly controlling the motor MG1. be able to. Expression (3) is a relational expression in the feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (3), “k1” in the second term on the right side is the gain of the proportional term, and the right side The third term “k2” is the gain of the integral term.

Nm1 * ＝ Ne * ・ (1 + ρ) / ρ−Nm2 / (Gr ・ ρ) (2)
Tm1 * = previous Tm1 * + k1 (Nm1 * −Nm1) + k2∫ (Nm1 * −Nm1) dt (3)

  When the torque command Tm1 * of the motor MG1 is set, it is obtained by multiplying the output limit Wout and the input limit Win of the battery 50 input at step S100 and the set torque command Tm1 * of the motor MG1 by the current rotation speed Nm1. The torque limits Tmax and Tmin as upper and lower limits of the torque that may be output from the motor MG2 by dividing the deviation from the consumed power (generated power) of the motor MG1 by the rotation speed Nm2 of the motor MG2 are expressed by the following equations (4) and Calculation is performed using the following equation (5) (step S180). Furthermore, a temporary motor torque Tm2tmp as a torque to be output from the motor MG2 based on the required torque Tr *, the torque command Tm1 *, the gear ratio ρ of the power distribution and integration mechanism 30 and the gear ratio Gr of the reduction gear 35 is expressed by the equation (6 ) (Step S190), the torque command Tm2 * of the motor MG2 is set by limiting the calculated temporary motor torque Tm2tmp with the torque limits Tmax and Tmin (step S200). By setting the torque command Tm2 * of the motor MG2 in this way, the required torque Tr * output to the ring gear shaft 32a is basically set as a torque that is limited within the range of the input / output limits Win and Wout of the battery 50. be able to. Equation (6) can also be easily derived from the alignment chart of FIG.

Tmax = (Wout−Tm1 * ・ Nm1) / Nm2 (4)
Tmin = (Win−Tm1 * ・ Nm1) / Nm2 (5)
Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (6)

  When torque commands Tm1 * and Tm2 * of motors MG1 and MG2 are set, a fuel cut command is sent to engine ECU 24, a replacement torque Tch (value 0 in this case) is sent to brake ECU 94, and torque commands of motors MG1 and MG2 are given. Tm1 * and Tm2 * are transmitted to the motor ECU 40 (step S210), and the drive control routine is temporarily terminated. The engine ECU 24 that has received the fuel cut command stops fuel supply and ignition to the engine 22. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * switches the switching elements of the inverters 41 and 42 so that the motor MG1 is driven according to the torque command Tm1 * and the motor MG2 is driven according to the torque command Tm2 *. As a result, the braking torque generated by the engine brake from the engine 22 and the braking force generated by regeneration from the motor MG2 are output to the ring gear shaft 32a as the drive shaft. In the above description, since the replacement torque Tch is set to 0 in step S130, the brake ECU 94 does not actuate the brake actuator 92, and the drive wheels 63a and 63b and the driven wheels are not operated. The braking torque by the hydraulic brake unit is not applied.

  On the other hand, when it is determined in step S140 that the shift position SP is the S position, the target rotational speed Ne * of the engine 22 is set based on the shift position SP and the vehicle speed V (step S220). In this embodiment, for selecting the S position, the relationship between the shift position SP from SP1 to SP6, the vehicle speed V, and the target rotational speed Ne * of the engine 22 is determined in advance to set the target rotational speed for selecting the S position. The map is stored in the ROM 74, and when the shift position SP and the vehicle speed V are given, the target rotational speed Ne * of the engine 22 corresponding to both is derived from the map and set. An example of the target rotation speed setting map used when selecting the S position is shown in FIG. If the target rotational speed Ne * of the engine 22 is thus set in step S220, the processing from step S170 to S210 is executed. In the accelerator-off state when the S position is selected, when the vehicle speed V is somewhat high and the shift position SP is on the lower side, a relatively large braking torque is required as the required torque as can be seen from FIG. As shown in FIG. 8, the target rotation Ne * of the engine 22 is set to be relatively high. In such a case, the rotational speed of the engine 22 is reduced by motoring of the motors MG1 and MG2. The braking torque according to the request is output to the ring gear shaft 32a as the drive shaft while being kept high.

  On the other hand, if it is determined in step S110 that the DSS request is made by the driver, the DSS required torque setting process (step S230) shown in FIG. 9 is executed. When the DSS required torque setting process is started, the CPU 72 of the hybrid ECU 70 inputs a DSS required torque Trdss that is a required torque set by the DSSECU 95 (step S300). In the embodiment, the DSS required torque Trdss is calculated by the DSSECU 95 in response to a request for automatic travel control such as constant speed travel control or follow-up travel control by the driver via the DSS switch 99. Based on information from the sensor 88, the radar sensor 97, etc., a DSS request torque Trdss is calculated using a control program (not shown) determined in advance so that the hybrid vehicle 20 can be driven at a constant speed or following, and the hybrid ECU 70 Send. When the DSS request torque Trdss is input, it is assumed that the shift position SP is SP4 (fourth speed) when the S position is selected, and then the temporary request torque Trtmp corresponding to the vehicle speed V input in step S100 is requested as shown in FIG. Derived using the torque setting map (step S310), and further, the maximum value of the DSS required torque Trdss input in step S300 and the temporary required torque Trtmp derived in step S310 is set as the required torque Tr * ( Step S320). As described above, when the DSS request torque setting process is executed when the DSS request is made by the driver, the required torque Tr * as the braking torque to be output to the ring gear shaft 32a as the drive shaft is shown in FIG. Within the range surrounded by the curve at Acc = 100% and the curve at Acc = 0% corresponding to the shift position SP4, that is, no DSS request is made, and the D position is selected as the shift position SP. The lower limit of power is set within a power range smaller than the normal power range. In step S320, the maximum value of the DSS required torque Trdss and the temporary required torque Trtmp is set as the required torque Tr *, although the DSS required torque Trdss braking torque from the DSSECU 95 is relatively small. This is to prevent a braking torque corresponding to a large shift position SP4 (fourth speed) from being set as the required torque Tr *.

  When the required torque Tr * is set in step S320, it is determined whether or not the value of the set required torque Tr * exceeds the value of the DSS required torque Trdss from the DSSECU 95 (step S330). If the set required torque Tr * exceeds the DSS required torque Trdss, that is, the temporary required torque Trtmp is larger than the DSS required torque Trdss (smaller as a braking force), the temporary required torque Trtmp is requested in step S320. When set as the torque Tr *, the braking torque output to the ring gear shaft 32a as the drive shaft by the engine 22 or the motors MG1 and MG2 is the DSS that is required for the hybrid vehicle 20 to travel at a constant speed or follow-up. It will be less than the required torque Trdss. Therefore, in this case, in order to replace the insufficient braking torque with the braking torque by the hydraulic brake unit, the replacement torque Tch is set by calculation using the following equation (7) (step S340), and the DSS required torque setting process: End. Here, the coefficient kt in the equation (7) is a conversion coefficient for converting the braking torque to be applied to the ring gear shaft 32a into the braking torque to be applied to the driving wheels 63a and 63b and the driven wheels by the wheel cylinders 96a to 96d. . On the other hand, if the value of the required torque Tr * does not exceed the DSS required torque Trdss in step S330, that is, if the DSS required torque Trdss is set as the required torque Tr * from the DSSECU 95 in step S320, Since the braking torque will not be insufficient, the replacement torque Tch is set to 0 (step S350), and the DSS requested torque setting process is terminated.

  Tch = kt · (Tr * −Trdss) (7)

  Then, when the required torque Tr * is set through such DSS required torque setting processing, the processing from step S150 to S210 described above is executed. At this time, in step S160, the target speed of the engine 22 is determined using the target speed setting map of FIG. 7 in the same manner as in the normal time when the DSS request is not made and the D position is selected as the shift position SP. The number Ne * is set. Accordingly, when a DSS request is made by the driver in the accelerator-off state, the requested torque Tr * is set within a power range in which the lower limit of the power is smaller than that in the normal state, and FIG. 7 and FIG. As can be seen from the comparison, the target rotational speed Ne * of the engine 22 is set to be relatively low.

  As described above, according to the hybrid vehicle 20 of the embodiment, when the condition that the DSS request is made by the driver is satisfied, the DSS request is not made and the D position is selected as the shift position SP. After setting the required torque Tr * required for traveling within a power range in which at least the lower limit of the power is extended to the shift position SP4 (fourth speed) equivalent to the power range of the power (step S230), A target rotational speed Ne * as a target operating point of the engine 22 is set using the constraints (step S160). In other words, when the condition for which the DSS request is made by the driver is satisfied, the required torque Tr * is set within a power range in which the lower limit of the power is expanded to the equivalent of the shift position SP4 (fourth speed) and the lower limit of the power is made smaller than normal. By doing so, the braking force which can be ensured at the time of automatic traveling control, such as constant speed traveling control and follow-up traveling control, can be increased to improve vehicle operability. In addition to this, not the target rotational speed setting map (FIG. 8) for selecting the S position corresponding to the shift position SP4 (fourth speed) that determines the rotational speed of the engine 22 to be larger as the vehicle speed increases, but the normal D position. By setting the target rotational speed of the engine 22 using the target rotational speed setting map of FIG. 7 which is the operating point restriction at the time of selection, it is possible to suppress the increase in the rotational speed of the engine 22, and the rotational speed of the engine 22 It is possible to suppress wasteful energy consumption by the motor MG1 associated with motoring for increasing the power, that is, wasteful energy consumption associated with a change in the operating point of the engine 22, and increase the amount of regeneration by the motor MG2.

  In the hybrid vehicle 20 of the embodiment, the required torque Tr * is set within a power range in which the lower limit of the power is smaller than that in the normal condition on the condition that the DSS request (automatic travel control request) is made by the driver. At the same time, a process for setting the target engine speed of the engine 22 using the normal operation point constraint is executed. The conditions for executing such a process are compared to the normal conditions such as when a DSS is requested. The present invention is not limited to the case where a request for securing a large braking force is made, and any type may be used. Further, the processing executed when the condition is satisfied may be to set the required torque Tr * within a power range in which the lower limit of the power is set larger than that in the normal time, and what is the operating point restriction in the normal time? It may be.

  Furthermore, the above-described series of processes in the hybrid vehicle 20 of the embodiment can be described as follows. In other words, in the hybrid vehicle 20 of the embodiment, it corresponds to the driving force setting restriction (settable range of the required torque Tr *) and the required torque Tr * for setting the required torque Tr * (required driving force) required for traveling. Any one of a plurality of shift positions SP as operating conditions that define the operating point constraint for setting the target torque Te * and target rotational speed Ne * (target operating point) of the engine 22 to be operated in different modes. Is set as an execution shift position (execution operation condition), and when there is no DSS request and the predetermined condition is not satisfied, such as when the D position is selected, the set execution shift position The required torque Tr * and the operating point of the engine 22 according to the driving force setting constraint and the operating point constraint in On the other hand, when the predetermined condition is satisfied, the required torque Tr * or the engine 22 of the engine 22 according to the driving force setting constraint or the operating point constraint corresponding to the predetermined shift position (SP4) regardless of the set execution shift position. One of the operating points is set and the required torque Tr * or the engine 22 is set according to the driving force setting constraint or the operating point constraint corresponding to any shift position (D position) different from the predetermined shift position (SP4). The other of the operating points is set. As described above, when the predetermined condition is satisfied (at the time of DSS request), one of the driving force setting restriction and the driving point restriction corresponds to the predetermined shift position (for example, SP4) regardless of the set execution shift position. By selecting from the above and selecting the other of the driving force setting constraint and the driving point constraint from those corresponding to any shift position (for example, D position) different from the predetermined shift position, the above-described automatic traveling The requested torque Tr * required for traveling and the operating point of the engine 22 corresponding to the requested torque Tr * according to the traveling conditions when the conditions are satisfied, for example, when fuel efficiency priority is requested or when noise suppression is requested, in addition to when the control is requested Can be set more appropriately, and the vehicle performance can be further improved.

  The embodiments of the present invention have been described above using the embodiments. However, the present invention is not limited to the above embodiments, and various modifications can be made without departing from the scope of the present invention. Needless to say.

  That is, in the hybrid vehicle 20 of the above embodiment, the ring gear shaft 32a as the drive shaft and the motor MG2 are connected via the reduction gear 35 that reduces the rotational speed of the motor MG2 and transmits it to the ring gear shaft 32a. Instead of the reduction gear 35, for example, a transmission that has two or three shift stages of Hi and Lo and shifts the rotation speed of the motor MG2 and transmits it to the ring gear shaft 32a may be adopted. Good.

  Further, in the hybrid vehicle 20 of the above embodiment, the power of the motor MG2 is decelerated by the reduction gear 35 and output to the ring gear shaft 32a. However, like the hybrid vehicle 120 as a modified example shown in FIG. The power of the transmission is changed by the transmission 65 to an axle (an axle connected to the wheels 63c and 63d in FIG. 10) different from the axle to which the ring gear shaft 32a is connected (the axle to which the drive wheels 63a and 63b are connected). You may make it transmit.

  Furthermore, the hybrid vehicles 20 and 20B of the above embodiments output the power of the engine 22 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. 11, 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, like a hybrid vehicle 220 as a modified example shown in FIG. 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.

1 is a schematic configuration diagram of a hybrid vehicle 20 that is an embodiment of the present invention. It is a flowchart which shows an example of the drive control routine at the time of accelerator off performed by hybrid ECU70 of an Example. It is explanatory drawing which shows an example of the relationship between the battery temperature Tb in the battery 50, and the input / output restrictions Win and Wout. It is explanatory drawing which shows an example of the relationship between the remaining capacity (SOC) of the battery 50, and the correction coefficient of input / output restrictions Win and Wout. It is explanatory drawing which shows an example of the map for request | requirement torque setting. FIG. 6 is a collinear diagram illustrating a dynamic relationship between the rotational speed and torque of each rotary element in the power distribution and integration mechanism 30 when engine braking is generated in the engine 22. It is explanatory drawing which shows an example of the map for target rotation speed setting used at the time of D position selection. It is explanatory drawing which shows an example of the map for target rotation speed setting used at the time of S position selection. It is a flowchart which shows an example of the request | requirement torque setting process at the time of DSS performed by the hybrid ECU70 of an 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, 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 drive wheel, 65 transmission, 70 hybrid electronic control unit (hybrid ECU), 72 CPU, 74 ROM, 76 RAM, 80 Igni Switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 90 master cylinder, 92 brake actuator, 94 electronic control unit for brake (Brake ECU), 95 driver control electronic control unit (DSSECU), 96a, 96b, 96c, 96d wheel cylinder, 97 radar sensor, 99 DSS switch, 230 rotor motor, 232 inner rotor, 234 outer rotor, MG1, MG2 motor.

Claims (4)

An internal combustion engine;
Power power input / output means connected to the first axle as one of the axles and the output shaft of the internal combustion engine and capable of inputting / outputting power to / from the first axle and the output shaft with input / output of power and power When,
An electric motor capable of inputting / outputting power to / from a second axle that is either the first axle or an axle different from the first axle;
Power storage means capable of exchanging power between the power drive input / output means and the electric motor;
A first operating condition that defines a first settable range as a settable range of a required torque required for traveling and an operating point constraint that is a constraint for setting the operating point of the internal combustion engine; An operating point constraint that determines the rotational speed of the internal combustion engine to be larger as the vehicle speed increases than the second settable range in which the lower limit of the torque is smaller than the settable range of 1 and the operating point constraint in the first operating condition. Operating condition setting means that can set any one of the second operating conditions that define
The required torque can be set based on the accelerator depressing amount by the driver, and the required torque can be set based on predetermined information without being based on the accelerator depressing amount by the driver, based on the accelerator depressing amount The driver does not make an automatic travel control request for setting the required torque based on the predetermined information, and the first operating condition is set as the execution operating condition. when and, while setting the required torque in the first setting range, the when the automatic travel control request has been made by the driver, the request in the second setting range a required torque setting means for setting a torque,
Target operating point setting means for setting a target operating point of the internal combustion engine based on the set required torque and an operating point constraint corresponding to the first operating condition ;
Control means for controlling the internal combustion engine, the electric power drive input / output means, and the electric motor so that the internal combustion engine is operated at the set target operating point and torque based on the set required torque is output. When,
A hybrid car with The driving condition setting means is a shift setting means for setting an execution shift position from among a plurality of shift positions according to a driver's shift operation, and the first driving condition is a forward driving D position. together they are correlated, the second operating condition, the hybrid vehicle according to claim 1 which is associated with the one of the plurality of shift positions that can be set when you select the sequential shift position. The requested torque setting means is configured to execute at least one of constant speed traveling and follow-up traveling with respect to a preceding vehicle based on the predetermined information when the driver makes an automatic traveling control request. the hybrid vehicle according to claim 1 or 2 for setting the required torque. The power power input / output means is connected to the first axle, the output shaft of the internal combustion engine, and a rotatable third shaft, and based on power input / output to any two of these three shafts. The hybrid vehicle according to any one of claims 1 to 3 , further comprising: a three-shaft power input / output unit that inputs / outputs a fixed power to / from a remaining shaft; and a generator that can input / output power to the third shaft. .

Images