JP4254786B2 - Vehicle and control method thereof - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To enhance the drivability of a vehicle capable of executing motor-driven drive with priority by an operation of a driver, and having a plurality of driving force characteristics in the same acceleration opening degree. <P>SOLUTION: Whether a required torque Tr* is a threshold value Tref1 or less, or not, is determined (S140), when a vehicle speed V is smaller than the threshold value Tref1, in case of turning on an EV switch by the driver. The motor(-driven) travel is allowed with the proviso that other conditions are satisfied (S170) when the required torque Tr* is the threshold value Tref1 or less, and the motor travel is prohibited (S210) when the required torque Tr* is larger than the threshold value Tref1. Slow going caused by a deficient output from a motor MG2 and the generation of shock are thereby restrained in the travel by a motor drive preference mode, even when provided with the plurality of driving force characteristics in the same acceleration opening degree, and responsiveness of satisfying an intention of the driver as much as possible is exhibited when the driver indicates the motor drive. <P>COPYRIGHT: (C)2007,JPO&amp;INPIT

Description

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

2. Description of the Related Art Conventionally, there is known a hybrid vehicle that includes an internal combustion engine, an electric motor, and power storage means, and that can travel only with power from the electric motor while the internal combustion engine is stopped. For example, in the hybrid vehicle described in Patent Document 1, an “H” button for selecting a hybrid mode for running with the internal combustion engine in an operating state and an electric vehicle mode (hereinafter, EV) for running with the internal combustion engine stopped. "E" button for selecting the mode), and when the driver selects the "E" button, the internal combustion engine is stopped on condition that the state of charge of the power storage means is good. And run as an electric car.
JP-A-11-75302

  By the way, in a vehicle in which the driver can select the EV mode, for example, when the driver requests acceleration by depressing the accelerator pedal, the vehicle travels in the EV mode even when the EV mode is selected. Is limited. In other words, when the required driving force for the vehicle is large, the driver's acceleration request cannot be satisfied only by the motive power from the electric motor. Therefore, the internal combustion engine is put into an operating state without permitting traveling in the EV mode. Power is output to the drive shaft. Here, if it is determined whether to permit or not travel in the EV mode based on the accelerator opening, if there are a plurality of driving force characteristics for the same accelerator opening, Since the required driving force to be set is different, depending on the required driving force, the power from the electric motor alone cannot be covered, and there is a possibility that rattling or shock may occur due to insufficient output from the electric motor when traveling in the EV mode. It is also conceivable that traveling in the EV mode is prohibited even though power corresponding to the required driving force can be output from the electric motor, resulting in a traveling state that does not match the driver's intention. As described above, drivability deteriorates unless the determination of whether or not to permit traveling in the EV mode is appropriately performed.

  The vehicle of the present invention and the control method thereof are intended to improve drivability in a vehicle that can prioritize electric driving by a driver's operation and has a plurality of driving force characteristics for the same accelerator opening. To do.

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

The vehicle of the present invention
An internal combustion engine capable of outputting power to the drive shaft;
An electric motor capable of outputting power to the drive shaft;
Power storage means for exchanging power with the motor;
A mode setting means capable of setting an electric driving priority mode by operating the driver by preferentially performing an electric driving in which the internal combustion engine is stopped and only the power from the electric motor is driven;
An accelerator opening detecting means for detecting the accelerator opening;
The driving force required by the driver is set according to the driving force characteristic corresponding to the accelerator opening detected by the accelerator opening detecting means having a plurality of driving force characteristics for the same accelerator opening. Required driving force setting means to perform,
When the electric driving priority mode is set by a driver's operation, whether to permit electric driving in the electric driving priority mode is determined based on the required driving force set by the required driving force setting means, and the determination determines Drive control means for controlling the internal combustion engine and the electric motor to run in the electric operation when the electric operation in the electric operation priority mode is permitted;
It is a summary to provide.

  In the vehicle according to the present invention, when the driver gives an instruction to prioritize the electric driving, whether to permit or reject the instruction is determined based on the required driving force. That is, since the electric power consumed by the electric motor by the electric operation varies depending on the required driving force, the electric power supply from the power storage means to the electric motor is determined by determining whether to permit the electric driving in the electric driving priority mode based on the required driving force. Consider the situation. Therefore, even in the case of having a plurality of driving force characteristics for the same accelerator opening, it is possible to suppress the occurrence of wobbling and shock due to insufficient output from the motor during the electric driving in the electric driving priority mode. In addition, when the driver instructs the electric driving in the electric driving priority mode, the electric driving can be performed as much as possible so that the responsiveness according to the driver's intention can be exhibited. As a result, drivability can be improved.

  The vehicle according to the present invention includes a shift position detecting unit that detects a shift position, and the required driving force setting unit has a plurality of driving force characteristics for each shift position with respect to the same accelerator opening. The required driving force may be set according to the shift position detected by the position detecting means and the accelerator opening detected by the accelerator opening detecting means. Since the required driving force for the same accelerator opening is often different if the shift position is different, the decision to reject the electric driving in the electric driving priority mode is made appropriately by determining whether the electric driving is permitted or not based on the required driving force. Therefore, the significance of applying the present invention is high.

  The vehicle according to the present invention further includes cranking means for cranking the internal combustion engine by exchanging electric power with the power storage means, and the drive control means is configured to permit or reject electric driving in the electric driving priority mode. When the required driving force enters the first low driving force range set based on the electric power required for cranking the internal combustion engine and the output limit of the power storage means, the electric driving priority is given. The electric driving in the mode may be permitted, and when the required driving force does not enter the first low driving force range, the electric driving in the electric driving priority mode may be prohibited. During electric operation in the electric operation priority mode, the output from the power storage means to the electric motor tends to increase as the required driving force increases. In addition, the output from the power storage means is limited. For this reason, if the electric driving in the electric driving priority mode is permitted when the required driving force is relatively large, the electric power from the power storage means is used when the internal combustion engine needs to be started during the electric driving. When used for cranking the engine, there is a possibility that power corresponding to the required driving force cannot be output from the electric motor. In addition, if the electric driving in the electric driving priority mode is prohibited when the required driving force is relatively small, even if the electric power used for cranking is taken into account, the electric power storage means still has a margin in the remaining capacity. Driving may be restricted. Therefore, it is preferable to permit the electric operation in the electric operation priority mode when entering the first low driving force range set based on the electric power required for cranking of the internal combustion engine and the output limit of the power storage means. At this time, the upper limit value of the first low driving force range is electric power in a state where the electric driving priority mode is not set in a predetermined low vehicle speed range in which electric driving in the electric driving priority mode is permitted. It may be set higher than the upper limit value of the second low driving force range in which driving is permitted. In this way, when the driver gives an instruction for electric driving, electric driving is performed in the widest possible driving force range, so that it is possible to travel according to the driver's intention. Here, the predetermined low vehicle speed range may be appropriately set in consideration of conditions such as efficiency of the internal combustion engine and exhaust.

  Further, in the vehicle of the present invention provided with the cranking means, the cranking means is connected to the output shaft of the internal combustion engine and the drive shaft, and the drive control means is electrically operated in the electric operation priority mode. The cranking means and the internal combustion engine are controlled so as to start the internal combustion engine by cranking the internal combustion engine by the cranking means when the electric operation is prohibited. Means for controlling the electric motor so as to cancel the power output to the drive shaft with the cranking of the internal combustion engine by the means by the power from the electric motor. Since the electric power consumed by the electric motor by electric driving differs depending on the required driving force, in a vehicle that controls to counteract the reaction force output from the cranking means to the driving shaft with the cranking of the internal combustion engine by the power from the electric motor. Depending on the required driving force, there may be a case where power sufficient to cancel the reaction force cannot be output from the electric motor. Therefore, by determining whether or not the electric driving in the electric driving priority mode is permitted based on the required driving force, the cranking means is caused by the power shortage even in the case of having a plurality of driving force characteristics for the same accelerator opening. Thus, it is possible to avoid a situation in which the power corresponding to the reaction force output from the motor to the drive shaft cannot be output from the electric motor, and it is possible to prevent the occurrence of a shock when starting the internal combustion engine. Further, the cranking means is connected to the three shafts of the output shaft of the internal combustion engine, the drive shaft, and the rotating shaft, and is used as a remaining shaft based on the power input / output to / from any two of the three shafts. It may be a means provided with a three-axis power input / output means for inputting / outputting power and a generator capable of inputting / outputting power to / from the rotating shaft.

The vehicle control method of the present invention includes:
An internal combustion engine capable of outputting power to the drive shaft, an electric motor capable of outputting power to the drive shaft, power storage means for exchanging electric power with the motor, and stopping the internal combustion engine and using only the power from the motor A vehicle control method comprising mode setting means that can set an electric driving priority mode that gives priority to electric driving that travels by a driver's operation, and accelerator opening detecting means that detects an accelerator opening. And
(A) Required driving required by the driver in accordance with the driving force characteristic corresponding to the accelerator opening detected by the accelerator opening detecting means having a plurality of driving force characteristics for the same accelerator opening Set the force,
(B) When the electric driving priority mode is set by a driver's operation, whether to permit electric driving in the electric driving priority mode is determined based on the set required driving force, and the electric driving priority mode is determined by the determination. Controlling the internal combustion engine and the electric motor so that the internal combustion engine is stopped and travels by the electric operation when the electric operation is permitted.
This is the gist.

  In the vehicle control method according to the present invention, when the driver gives an instruction to prioritize the electric driving, whether to permit or reject the instruction is determined based on the requested driving force. That is, since the electric power consumed by the electric motor by the electric operation varies depending on the required driving force, the electric power supply from the power storage means to the electric motor is determined by determining whether to permit the electric driving in the electric driving priority mode based on the required driving force. Consider the situation. Therefore, even in the case of having a plurality of driving force characteristics for the same accelerator opening, it is possible to suppress the occurrence of wobbling and shock due to insufficient output from the motor during the electric driving in the electric driving priority mode. In addition, when the driver instructs the electric driving in the electric driving priority mode, the electric driving can be performed as much as possible so that the responsiveness according to the driver's intention can be exhibited. As a result, drivability can be improved.

  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 the configuration of a hybrid vehicle 20 according to an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22 and a power distribution and integration mechanism 30 in which a carrier 34 that rotates a pinion gear 33 via a damper 28 is connected to a crankshaft 26 that serves as an output shaft of the engine 22. A motor MG1 capable of generating electricity connected to the sun gear 31 of the power distribution and integration mechanism 30 and a motor connected to the ring gear shaft 32a as a drive shaft connected to the ring gear 32 of the power distribution and integration mechanism 30 via the reduction gear 35. MG2 and a hybrid electronic control unit 70 that controls the entire hybrid vehicle 20 are provided. The ring gear shaft 32a as a drive shaft is connected to an axle 64 to which drive wheels 63a and 63b are attached via a gear mechanism 60 and a differential gear 62, and the power output to the ring gear shaft 32a is used for traveling. Used as power for

  The engine 22 is configured as an internal combustion engine that can output power by using a hydrocarbon-based fuel such as gasoline or light oil, for example. As shown in FIG. 2, the air purified by an air cleaner 122 is passed through a throttle valve 124. The fuel is sucked into the intake pipe 160 and fuel is injected from the fuel injection valve 126 to the intake port 125 to mix the sucked air and the fuel. The mixture is sucked into the combustion chamber 143 through the intake valve 128 and ignited. The reciprocating motion of the piston 132, which is explosively burned by the electric spark generated by the plug 130 and pushed down by the energy, is converted into the rotational motion of the crankshaft 26. Exhaust gas from the engine 22 is discharged to the outside air through a purification device (three-way catalyst) 134 that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx).

  The engine 22 is controlled by an engine electronic control unit (hereinafter referred to as an engine ECU) 24. The engine ECU 24 is configured as a microprocessor centered on the CPU 24a, and includes a ROM 24b that stores a processing program, a RAM 24c that temporarily stores data, an input / output port and a communication port (not shown), in addition to the CPU 24a. . The engine ECU 24 receives signals from various sensors that detect the state of the engine 22, for example, a crank position from the crank position sensor 140 that detects the rotational position of the crankshaft 26, and a water temperature that detects the temperature of cooling water in the engine 22. The engine water temperature Tw from the sensor 142, the cam position from the cam position sensor 144 that detects the rotational position of the camshaft that opens and closes the intake valve 128 that performs intake and exhaust to the combustion chamber 143 and the exhaust valve 129, and the position of the throttle valve 124 are detected. The throttle position from the throttle valve position sensor 146, the air flow meter signal AF from the air flow meter 148 attached to the intake pipe 160, the intake air temperature from the temperature sensor 149 also attached to the intake pipe 160, etc. It is input via the input port. The engine ECU 24 also integrates various control signals for driving the engine 22, such as a drive signal to the fuel injection valve 126, a drive signal to the throttle motor 136 that adjusts the position of the throttle valve 124, and an igniter. The control signal to the ignition coil 138 and the control signal to the variable valve timing mechanism 150 that can change the opening / closing timing of the intake valve 128 are output via the output port. 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 outputs data related to the operation state of the engine 22 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. 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.

  Each of the motor MG1 and the motor MG2 is configured as a well-known synchronous generator motor that can be driven as a generator and can be driven as an electric motor, and exchanges electric power with the battery 50 via inverters 41 and 42. 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, and the remaining capacity (SOC) for managing the battery 50 is calculated. Calculates the calculated remaining capacity (SOC), battery temperature Tb, input / output limits Win and Wout, charge / discharge required power Pb *, which is a required value for charging / discharging the battery 50, and communicates data as necessary. To output to the hybrid electronic control unit 70.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72. In addition to the CPU 72, a ROM 74 that stores processing programs, a RAM 76 that temporarily stores data, an input / output port and communication (not shown), and the like. 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 position 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 87, and the driver wants to set the motor operation priority mode to be described later. An on / off signal or the like from the EV switch 88 to be pressed is input via the input port. The hybrid electronic control unit 70 is provided on an operation panel (not shown) in front of the driver's seat and is turned on from the EV switch 88. Control signal to the EV lamp 89 that lights when the input is output items. 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. Here, as the shift position SP of the shift lever 81, in this embodiment, a parking position used during parking, a reverse position for reverse travel, a neutral position for neutral travel, a drive position for normal forward travel (hereinafter referred to as “D position”). In addition to the brake position (hereinafter referred to as “B position”), which is selected mainly when the vehicle is traveling on a downhill at a relatively high speed, and a sports mode in which acceleration is more important than fuel consumption. (Hereinafter referred to as “SD position”).

  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 power required for charging / 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 performed by the power distribution / integration mechanism 30, the motor MG1, and the motor. The required power is transferred to the ring gear shaft 32a with torque conversion by MG2. A charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled so as to be powered, and a motor operation mode in which the operation of the engine 22 is stopped and the motor MG2 is controlled to output power corresponding to the required power from the motor MG2 to the ring gear shaft 32a. is there. In addition to this, when a plurality of conditions (hereinafter referred to as “motor operation priority mode permission conditions”) such as the EV switch 88 being turned on and the vehicle speed being equal to or lower than a predetermined low vehicle speed are satisfied as much as possible. There is a motor operation priority mode in which operation of the engine 22 is controlled so that only power that matches the required power from the motor MG2 is output to the ring gear shaft 32a as traveling power.

  Next, the operation of the hybrid vehicle 20 of the embodiment, particularly, the operation when the driver turns on the EV switch 88 and requests traveling in the motor operation priority mode when the ignition switch 80 is turned on will be described. FIG. 3 is a flowchart showing an example of a drive control routine executed by the hybrid electronic control unit 70 when the EV switch 88 is turned on from off.

  When this 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 87, the shift position SP from the shift position sensor 82, Motors MG1, MG2 rotation speeds Nm1, Nm2, battery temperature Tb from temperature sensor 51 of battery 50, remaining capacity (SOC) of battery 50, input / output limits Win and Wout of battery 50, charge / discharge request Pb * of battery 50 Data necessary for control is input (step S100). Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. To do. Further, the remaining capacity (SOC) of the battery 50 is input from the battery ECU 52 through communication, which is calculated based on the integrated value of the charge / discharge current detected by the current sensor. The input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 and the remaining capacity (SOC) of the battery 50 and input from the battery ECU 52 by communication. Furthermore, the charge / discharge request Pb * of the battery 50 is set based on the remaining capacity (SOC) of the battery 50 and the target SOC *, which is the target value, from the battery ECU 52 by communication.

  When the data is input in this way, the torque required for the vehicle should be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b based on the input accelerator opening Acc, vehicle speed V, and shift position SP. The required torque Tr * is set (step S110). In the embodiment, the required torque Tr * is stored in the ROM 74 as a required torque setting map by predetermining a relationship among the accelerator opening Acc, the vehicle speed V, the shift position SP, and the required torque Tr *. When the vehicle speed V and the shift position SP are given, the corresponding required torque Tr * is derived and set from the stored map. FIG. 4 shows an example of the required torque setting map. As shown in FIG. 4, the required torque Tr * at each shift position SP is set to the same value regardless of the shift position SP if the vehicle speed V is the same when the accelerator opening degree Acc is 100%, for example. When the degree Acc is 20%, the B position and the SD position are set higher than the D position, and when the accelerator opening degree Acc is 0% (accelerator off), the D position, the SD position, and the B position are set in this order. Is done. Thus, when the accelerator opening is 0% or 20%, a plurality of driving force characteristics are provided for the same accelerator opening.

  Next, the input vehicle speed V is compared with a threshold value Vref (step S120). This threshold value Vref is a vehicle speed threshold value for determining whether or not to allow driving in the motor operation priority mode. In the embodiment, the exhaust gas from the engine 22 is unlikely to drift around the vehicle and the engine 22 is relatively efficient. A value near the lower limit of the vehicle speed that can be driven (for example, 50 km / h or 55 km / h) was used. When the vehicle speed V is less than the threshold value Vref, the first threshold value Tref1 is set (step S130), and it is determined whether or not the set required torque Tr * is equal to or less than the first threshold value Tref1 (step S140). Here, the first threshold value Tref1 is a threshold value of the required torque Tr * for determining whether or not to allow traveling in the motor operation priority mode based on the required torque Tr *. In the embodiment, the first threshold value Tref1 is the first threshold value Tref1. The threshold value Vref1 is determined in advance and stored in the ROM 74 as a threshold setting map. When the vehicle speed V is given, the corresponding first threshold value Tref1 is derived and set from the stored map. FIG. 5 shows an example of the threshold setting map.

  The threshold setting map in FIG. 5 will be described in detail. In the embodiment, the first threshold value Tref1 in FIG. 5 is an upper limit value of the torque that can be output from the motor MG2 using the difference between the output limit Wout of the battery 50 and the power required to crank the engine 22 by the motor MG1. Is set to That is, when the motor operation priority mode permission condition is not satisfied during traveling in the motor operation priority mode, it is necessary to start the engine 22 and shift to the torque conversion operation mode or the charge / discharge operation mode. At this time, in order to continue traveling of the vehicle, it is necessary to crank the engine 22 while outputting the power corresponding to the required torque Tr * from the motor MG2, so that the traveling power consumed by the motor MG2 and the motor MG1 are consumed. And the power for cranking consumed in the system. Here, if the traveling in the motor operation priority mode is continued when the required torque Tr * is set to be relatively high, the traveling power required by the motor MG2 and the motor MG1 are required. The sum of the cranking power exceeds the output limit Wout of the battery 50, and the power that can be supplied from the battery 50 may not be able to cover all of the driving power and the cranking power. . In that case, it is necessary to limit the output from the motors MG1 and MG2, but in order to start the engine 22 reliably, priority must be given to securing the power for cranking, so the sum of both is the output limit. The torque output from the motor MG2 is limited so as to be within the range of Wout. As a result, rattling and shock occur during running. Further, if the travel in the motor operation priority mode is prohibited when the required torque Tr * is set to be relatively low, the output limit Wout is sufficient even when the power for cranking consumed by the motor MG1 is taken into consideration. However, the engine 22 is in an operating state in spite of a margin, and the operation mode becomes unsuitable for the driver's intention. For this reason, when the required torque Tr * is equal to or less than the upper limit value of the torque that can be output from the motor MG2 set in consideration of the cranking power and the output limit Wout of the battery 50, the motor operation priority mode is set. By allowing the vehicle to travel on the vehicle, it is possible to suppress the occurrence of rattling and shock during traveling, and to travel in a driving mode that meets the intention of the driver as much as possible. Further, as shown in FIG. 5, the first threshold value Tref1 is the value obtained when the EV switch 88 is turned off so that the vehicle travels with only the power from the motor MG2 as much as possible when the motor operation priority mode is set by the driver. It is set higher than the upper limit value (second threshold value Tref2) of the torque at which motor travel (travel in the motor operation mode) that is not requested by the driver is permitted.

  When the required torque Tr * is equal to or lower than the first threshold value Tref1 in step S140, other motor operation priority mode permission conditions other than the vehicle speed V and the required torque Tr * (for example, the remaining capacity (SOC) of the battery 50 or the battery of the battery 50) It is determined whether or not a condition relating to the temperature Tb is satisfied (step S150), and when another motor operation priority mode permission condition is satisfied, the value of the EV permission flag Fev is examined (step S160). Here, the EV permission flag Fev is a flag indicating whether or not the hybrid electronic control unit 70 has permitted travel in the motor operation priority mode. When the value is 0, travel in the motor operation priority mode is permitted. When the value is 1, it indicates that the traveling in the motor operation priority mode is permitted. The EV permission flag Fev is reset to 0 when the driver turns off the EV switch 88. When the EV permission flag Fev is 0, the EV lamp 89 is turned on to notify the driver that traveling in the motor operation priority mode is permitted, and a value 1 is set in the EV permission flag Fev ( Step S170).

  When the EV permission flag Fev is the value 1 in step S160, or after the value 1 is set to the EV permission flag Fev in step S170, traveling in the motor operation priority mode is permitted and it is not necessary to operate the engine 22. Therefore, in order to keep the engine 22 in a stopped state, a value 0 is set for the target rotational speed Ne * and the target torque Te * (step 180), and a value 0 is set for the torque command Tm1 * of the motor MG1 (step 180). Step S190). Then, by dividing the input limit Win of the battery 50 by the rotation speed Nm2 of the motor MG2, a torque limit Tmin as a lower limit of the torque that may be output from the motor MG2 is calculated by the following equation (1), and the required torque Tr * And the gear ratio ρ of the power distribution and integration mechanism 30 is used to calculate the temporary motor torque Tm2tmp as the torque to be output from the motor MG2 by the equation (2), and the temporary motor torque Tm2tmp is limited by the calculated torque limit Tmin. A torque command Tm2 * for MG2 is set (step S200). The set temporary motor torque Tm2tmp takes a value limited within the range of the output limit Wout of the battery 50 because the output limit Wout of the battery 50 is taken into consideration when setting the required torque Tr *.

Tmin ＝ Win / Nm2 (1)
Tm2tmp = Tr * / Gr (2)

  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, respectively (step S300). The motor ECU 40 that receives the torque commands Tm1 * and Tm2 * switches the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * (= value 0) and the motor MG2 is driven by the torque command Tm2 *. Switching control is performed. Further, the engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * having a value of 0 performs control such as fuel injection control and ignition control in the engine 22 so as to stop the engine 22 when the engine 22 is operating. When the operation is stopped and the engine 22 is stopped, the state is maintained. Thus, the required torque Tr * is basically set in the torque command Tm2 * of the motor MG2, and the hybrid vehicle 20 travels only with the power from the motor MG2. FIG. 6 shows an example of a collinear diagram for dynamically explaining the rotational elements of the power distribution and integration mechanism 30 during motor travel. 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.

  When the target rotational speed Ne *, target torque Te *, and torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are transmitted in step S300, it is checked whether the EV permission flag Fev is a value 1 (step S310). Now, considering that all motor operation priority modes have been established, that is, when an affirmative determination is made in steps S120, S140, and S150, an affirmative determination is made in step S310, the process returns to step S100, and the processing after step S100 is performed. Execute.

  When the vehicle speed V is greater than or equal to the threshold value Vref in step S120 or when the required torque Tr * is greater than the first threshold value Tref1 in step S140, other motor operation priority modes other than the vehicle speed V and the required torque Tr * are determined in step S150. When the permission condition is not satisfied, that is, when any of the motor operation priority mode permission conditions is not satisfied, traveling in the motor operation priority mode is prohibited, and when the EV lamp 89 is lit, the EV lamp 89 is turned on. The lamp is turned off and the EV permission flag Fev is reset to 0 (step S210). Subsequently, the second threshold value Tref2 corresponding to the current vehicle speed V is read from the threshold setting map (see FIG. 5) (step S220), and the required torque Tr * is compared with the second threshold value Tref2 (step S230). . The second threshold value Tref2 is a threshold value for determining whether or not to operate the engine 22 based on the required torque Tr *. In the embodiment, the second threshold value Tref2 is a value near the lower limit value at which the engine 22 can be operated relatively efficiently. Was used. When the required torque Tr * is smaller than the second threshold value Tref2, the engine 22 is stopped and the vehicle runs only with the power from the motor MG2, so that the target rotational speed Ne * and the target torque Te * of the engine 22 are set to 0. At the same time (step S180), a value 0 is set to the torque command Tm1 * of the motor MG1 (step S190), and the motor torque command Tm2 * is set (step S200).

  Thus, when the target engine speed Ne * and target torque Te * of the engine 22 and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set, the set target engine speed Ne * and target torque Te * and motor MG1 of the engine 22 are set. , MG2 torque commands Tm1 * and Tm2 * are transmitted to the engine ECU 24 and the motor ECU 40, respectively (step S300). The motor ECU 40 that receives the torque commands Tm1 * and Tm2 * switches the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * (= value 0) and the motor MG2 is driven by the torque command Tm2 *. Switching control is performed. Further, the engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * having a value of 0 performs control such as fuel injection control and ignition control in the engine 22 so as to stop the engine 22 when the engine 22 is operating. When the operation is stopped and the engine 22 is stopped, the state is maintained. Thereafter, it is checked whether or not the EV permission flag Fev is a value 1 (step S310). Now, since it is considered that any of the motor operation priority mode permission conditions is not satisfied, a negative determination is made in step S310, and this routine is ended as it is. After the completion of this routine, a motor traveling drive control routine (not shown) for traveling in the motor operation mode for driving the motor MG2 is executed, but detailed description thereof is omitted.

  When the required torque Tr * is greater than or equal to the second threshold value Tref2 in step S230, the required power Pe * required for the engine 22 to set the engine 22 in the operating state is set (step S240). The required power Pe * can be calculated as the sum of the set required torque Tr * multiplied by the rotation speed Nr of the ring gear shaft 32a and the charge / discharge request 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.

  When the required power Pe * is set in this way, a target rotational speed Ne * and a target torque Te * for outputting the required power Pe * from the engine 22 are set (step S250). In this embodiment, 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. 7 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 *).

  When the target rotational speed Ne * and the target torque Te * of the engine 22 are set in step S250, it is determined whether or not the engine 22 is in operation (step S260). When the engine 22 is in a stopped state, a start time control routine is executed. By executing this, the engine ECU 24 is instructed to start the engine 22 (step S270). On the other hand, when the engine 22 is already operating in step S260, the process proceeds to step S280 as it is.

  Here, the startup control routine will be described. First, the CPU 72 of the hybrid electronic control unit 70 sets the torque command Tm1 * of the motor MG1 based on the rotational speed Ne of the engine 22 so that the motor MG1 cranks the engine 22, and the motor MG1 is set to the torque command Tm1 *. Command motor ECU 40 to drive. Then, the motor ECU 40 controls so that the motor MG1 that receives the supply of power from the battery 50 motors the crankshaft 26. When the motor Ne is gradually increased by this motoring and reaches the ignition start rotational speed Nstart (for example, 800 rpm or 1000 rpm), the engine ECU 24 is instructed to start the engine 22. Thereby, the engine ECU 24 starts start-up combustion control such as fuel injection control and ignition control of the engine 22. Thereafter, the combustion control at the start is continued until the complete explosion speed Ncomb (> ignition start speed Nstart) that exceeds the first time when the engine 22 is completely exploded, and after the complete explosion, the start-up control routine is terminated.

  Returning to the drive control routine of FIG. 3, when the engine 22 is operating in step S260 or after the start-up control routine is executed in step S270, the target rotational speed Ne * and the ring gear shaft 32a set in step S250 are set. Using the rotational speed Nr (Nm2 / Gr) and the gear ratio ρ of the power distribution and integration mechanism 30, the target rotational speed Nm1 * of the motor MG1 is calculated by the following equation (3) and the calculated target rotational speed Nm1 * and the current Based on the rotational speed Nm1, a torque command Tm1 * of the motor MG1 is calculated by equation (4) (step S280). Here, Expression (3) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 8 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. Expression (3) can be easily derived by using this alignment chart. The two thick arrows on the R-axis indicate that the 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 (4) 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 the proportional term. “K2” in the third term on the right side is the gain of the integral term.

Nm1 * = Ne * ・ (1 + ρ) / ρ−Nm2 / (Gr ・ ρ) (3)
Tm1 * = previous Tm1 * + k1 (Nm1 * −Nm1) + k2∫ (Nm1 * −Nm1) dt (4)

  When the target rotational speed Nm1 * and the torque command Tm1 * of the motor MG1 are thus calculated, the input / output limits Win and Wout of the battery 50 and the calculated torque command Tm1 * of the motor MG1 are multiplied by the current rotational speed Nm1 of the motor MG1. 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 obtained power consumption (generated power) of the motor MG1 by the rotation speed Nm2 of the motor MG2 are expressed by the following equations (5). And the temporary motor torque Tm2tmp as the torque to be output from the motor MG2 using the required torque Tr *, the torque command Tm1 *, and the gear ratio ρ of the power distribution and integration mechanism 30 as well as the calculation by the equation (6). The motor is calculated by limiting the temporary motor torque Tm2tmp with the calculated torque limits Tmax and Tmin. G2 to set a torque command Tm2 * of (step S290). By setting the torque command Tm2 * of the motor MG2 in this way, the required torque Tr * output to the ring gear shaft 32a as the drive shaft is set as a torque limited within the range of the input / output limits Win and Wout of the battery 50. can do. Equation (7) can be easily derived from the collinear diagram of FIG. 8 described above.

Tmax ＝ (Wout−Tm1 * ・ Nm1) / Nm2 (5)
Tmin ＝ (Win−Tm1 * ・ Nm1) / Nm2 (6)
Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (7)

  When the target engine speed Ne * and target torque Te * of the engine 22 and torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set, the set target engine speed Ne * and target torque Te * of the engine 22 and motors MG1 and MG2 Torque commands Tm1 * and Tm2 * are transmitted to the engine ECU 24 and the motor ECU 40, respectively (step S300). 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. Thereafter, in step S310, it is checked whether or not the value 1 is set in the EV permission flag Fev. At this time, since the EV permission flag Fev has been reset to the value 0, a negative determination is made in step S310, and this End the routine. After the completion of this routine, a normal drive control routine (not shown) for running in the torque conversion operation mode or charge / discharge operation mode for driving the engine 22 and the motors MG1, MG2 is executed. Is omitted.

  Here, the engine 22 of the hybrid vehicle 20 of the embodiment corresponds to the internal combustion engine of the present invention, the motor MG2 corresponds to the electric motor, and the battery 50 corresponds to the power storage means. The EV switch 88 corresponds to mode setting means, the accelerator pedal position sensor 84 corresponds to accelerator opening degree detection means, and the hybrid electronic control unit 70 corresponds to required driving force setting means and driving control means. Further, the shift position sensor 82 corresponds to a shift position detection unit, and the motor MG1 corresponds to a cranking unit. In the present embodiment, the configuration, operation, and effect of the hybrid vehicle 20 are described to describe the vehicle of the present invention and at the same time the vehicle control method.

  According to the hybrid vehicle 20 of the embodiment described above, when the driver turns on the EV switch 88, whether to drive in the motor operation priority mode is determined based on the required torque Tr *. Therefore, since it is possible to consider the electric power supplied from the battery 50 to the motor MG2 in determining this permission / inhibition, the shift is made with respect to the same accelerator opening as when the accelerator opening is 0% or 20%. Even in the case of having a plurality of driving force characteristics according to the position, it is possible to suppress the occurrence of rattling or shock due to insufficient output from the motor MG2 when traveling in the motor operation priority mode, and the driver When instructed to travel in the motor operation priority mode, the motor can travel as much as possible to exhibit responsiveness according to the driver's intention. As a result, drivability can be improved.

  Further, since the motor operation priority mode is permitted when the electric power required for cranking of the engine 22 and the output limit Wout of the battery 50 are equal to or lower than the first threshold Tref1, the motor operation priority mode is set. Even if it becomes necessary to start the engine 22 during traveling in the vehicle, the situation that the power corresponding to the required torque Tr * cannot be output from the motor MG2 due to the consumption of electric power by cranking, Even if the electric power used for the battery is taken into consideration, it is possible to prevent a situation in which the motor travel is restricted even though there is still a margin in the remaining capacity (SOC) of the battery 50.

  Further, since the first threshold value Tref1 is set higher than the second threshold value Tref2 in the vehicle speed region below the threshold value Vref, the motor travel is performed in the widest possible driving force range when the driver instructs the motor travel. Can travel according to the will of the driver.

  In addition, this invention is not limited to the Example mentioned above at all, and as long as it belongs to the technical scope of this invention, it cannot be overemphasized that it can implement with a various aspect.

  For example, in the above-described embodiment, the first threshold value Vref1 is set in consideration of the power consumption of the motor MG2 necessary to cancel the reaction force output to the ring gear shaft 32a when the engine 22 is cranked by the motor MG1. You may do that. FIG. 9 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 when the engine 22 is started. As shown in FIG. 9, when power is output from the motor MG1 to crank the engine 22, the reaction force is output to the ring gear shaft 32a as a drive shaft. In order to suppress this, it is necessary to output power commensurate with the reaction force from the motor MG2. At this time, if the motor travels when the required torque Tr * is relatively large, there may be a case where it is not possible to output from the motor MG2 enough power to cancel the reaction force. Therefore, when setting the first threshold value Tref1, the power consumption of the motor MG2 necessary for canceling the reaction force from the motor MG1 is taken into consideration, thereby having a plurality of driving force characteristics for the same accelerator opening. Even in this case, it is possible to avoid a situation in which the power corresponding to the reaction force output from the motor MG1 to the drive shaft due to power shortage cannot be output from the motor MG2, and to prevent the occurrence of a shock when starting the engine 22 Can do.

  In the hybrid vehicle 20 of the embodiment, the case where the driving force characteristics are different depending on the shift position has been described. However, the driving force characteristics are not limited to this as long as the driving force characteristics are different even at the same accelerator opening. For example, a switch capable of selecting an eco-driving mode in which the required torque Tr * for the same accelerator opening is set lower than the required torque Tr * at the D position shown in FIG. 4 is provided, and the shift position SP is at the D position. The driver may sometimes turn this switch on and off so that the present invention may be applied to a case where different required torque Tr * is set even at the same accelerator opening.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is changed by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modification of FIG. May be connected to an axle (an axle connected to the wheels 64a and 64b in FIG. 10) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 63a and 63b are connected).

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

  In the embodiment, the hybrid vehicle 20 has been described. However, the present invention is not limited to such a hybrid vehicle 20, and can be applied to vehicles other than the vehicle, such as trains and ships.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to an embodiment of the present invention. 2 is a configuration diagram showing an outline of a configuration of an engine 22. FIG. It is a flowchart which shows an example of a drive control routine. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows an example of the map for threshold value setting. It is explanatory drawing for showing an example of the alignment chart for demonstrating dynamically the rotational element of the power distribution integration mechanism 30 at the time of motor travel. 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. It is explanatory drawing for showing an example of the alignment chart for demonstrating dynamically the rotational element of the power distribution integration mechanism 30 at the time of a drive. It is explanatory drawing for showing an example of the alignment chart for demonstrating dynamically the rotational element of the power distribution integration mechanism 30 at the time of engine starting. 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), 24a CPU, 24b ROM, 24c RAM, 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, 64 axle, 64a, 64b wheel, 70 hybrid electronic control unit, 72 CP U, 74 ROM, 76 RAM, 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 87 vehicle speed sensor, 88 EV switch, 89 EV lamp, 122 air cleaner, 124 throttle valve, 125 intake port, 126 fuel injection valve, 128 intake valve, 129 exhaust valve, 130 spark plug, 132 piston, 134 purification device, 136 throttle motor, 138 ignition coil, 140 crank position sensor 142 Water temperature sensor, 143 Combustion chamber, 144 Cam position sensor, 146 Throttle valve position sensor, 148 Airflow -Meter, 149 temperature sensor, 150 variable valve timing mechanism, 160 intake pipe, 232 inner rotor, 234 outer rotor, 230 pair rotor motor, MG1, MG2 motor.

Claims (7)

An internal combustion engine capable of outputting power to the drive shaft;
An electric motor capable of outputting power to the drive shaft;
Power storage means for exchanging power with the motor;
A mode setting means capable of setting an electric driving priority mode by operating the driver by preferentially performing an electric driving in which the internal combustion engine is stopped and only the power from the electric motor is driven;
An accelerator opening detecting means for detecting the accelerator opening;
The driving force required by the driver is set according to the driving force characteristic corresponding to the accelerator opening detected by the accelerator opening detecting means having a plurality of driving force characteristics for the same accelerator opening. Required driving force setting means to perform,
When the electric driving priority mode is set by a driver's operation, whether to permit electric driving in the electric driving priority mode is determined based on the required driving force set by the required driving force setting means, and the determination determines Drive control means for controlling the internal combustion engine and the electric motor to run in the electric operation when the electric operation in the electric operation priority mode is permitted;
A vehicle comprising: The vehicle according to claim 1,
Shift position detecting means for detecting the shift position,
With
The required driving force setting means has a plurality of driving force characteristics for each shift position with respect to the same accelerator opening, and is detected by the shift position detected by the shift position detecting means and the accelerator opening detecting means. Set the required driving force according to the accelerator opening,
vehicle. The vehicle according to claim 1 or 2,
Cranking means for cranking the internal combustion engine by exchanging electric power with the power storage means;
With
The drive control means is set based on the electric power necessary for cranking the internal combustion engine and the output limit of the power storage means when determining whether to permit the electric operation in the electric operation priority mode. When the required driving force enters the low driving force range, the electric driving in the electric driving priority mode is permitted, and when the required driving force does not enter the first low driving force range, the electric driving priority mode Prohibit electric driving,
vehicle. The upper limit value of the first low driving force range permits electric driving in a state where the electric driving priority mode is not set in a predetermined low vehicle speed range in which electric driving in the electric driving priority mode is permitted. Is set higher than the upper limit value of the second low driving force range,
The vehicle according to claim 3. The cranking means is connected to the output shaft of the internal combustion engine and the drive shaft;
The drive control means is configured to start the internal combustion engine by cranking the internal combustion engine by the cranking means when the electric operation is prohibited during the electric operation in the electric operation priority mode. Controlling the ranking means and the internal combustion engine, and controlling the electric motor to cancel the power output to the drive shaft by the cranking means by the cranking means by the power from the electric motor.
The vehicle according to claim 3 or 4. The cranking means is connected to three shafts of the output shaft of the internal combustion engine, the drive shaft, and the rotating shaft, and power is supplied to the remaining shaft based on power input / output to / from any two of the three shafts. Three-axis power input / output means for inputting / outputting and a generator capable of inputting / outputting power to / from the rotating shaft;
The vehicle according to any one of claims 3 to 5. An internal combustion engine capable of outputting power to the drive shaft, an electric motor capable of outputting power to the drive shaft, power storage means for exchanging electric power with the motor, and stopping the internal combustion engine and using only the power from the motor A vehicle control method comprising mode setting means that can set an electric driving priority mode that gives priority to electric driving that travels by a driver's operation, and accelerator opening detecting means that detects an accelerator opening. And
(A) Required driving required by the driver in accordance with the driving force characteristic corresponding to the accelerator opening detected by the accelerator opening detecting means having a plurality of driving force characteristics for the same accelerator opening Set the force,
(B) When the electric driving priority mode is set by a driver's operation, whether to permit electric driving in the electric driving priority mode is determined based on the set required driving force, and the electric driving priority mode is determined by the determination. Controlling the internal combustion engine and the electric motor to travel in the electric operation when the electric operation is permitted in
Vehicle control method.

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