JP4375417B2 - Hybrid vehicle and control method thereof - Google Patents

Description

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

2. Description of the Related Art Conventionally, a hybrid vehicle including an engine, a first motor and a planetary gear mechanism connected to an axle and a second motor connected to the axle, and capable of operating the engine at an arbitrary operating point regardless of the shift position SP. It is known (see, for example, Patent Document 1). In this hybrid vehicle, the engine speed Ne is temporarily reduced when the shift position SP is set to the sequential shift position and an upshift is performed so that a pseudo shift feeling can be given to the driver. . Further, as this type of hybrid vehicle, one capable of executing auto-cruise such as automatic constant speed driving is known (for example, see Patent Document 2). As a general vehicle constant speed traveling device for a vehicle other than a hybrid vehicle, the shift control according to the operation state of the automatic transmission is prohibited during the constant speed traveling control, and the constant speed traveling control is being performed. However, it is also known that when the amount of depression of the accelerator pedal becomes larger than a predetermined value, the shift control according to the operation state of the automatic transmission is permitted (for example, see Patent Document 3). In addition, as an adaptive auto cruise control device that executes constant speed traveling and follow-up travel in a general automobile, the preceding vehicle during follow-up travel until a predetermined time elapses after the set inter-vehicle distance is changed during follow-up travel. Until the predetermined time elapses from the time the vehicle is switched, until the predetermined time elapses after switching from follow-up traveling to constant speed traveling, and during the constant speed traveling, the predetermined time has elapsed from the operation of increasing or decreasing the set vehicle speed. It is also known that the downshift timing is determined to be inappropriate and the downshift request is prohibited until the time elapses (see, for example, Patent Document 4). Further, as a general control device for a vehicle with an automatic transmission, when it is determined that collision avoidance with a front obstacle detected by a radar is performed or necessary while performing automatic shift In addition, there is also known one that prioritizes the control in the danger avoidance mode over the shift in the shift mode in which the shift is performed only when the shift command switch is manually operated, and executes the automatic shift based on the danger avoidance mode (for example, , See Patent Document 5).
JP 2006-256595 A Japanese Patent Laying-Open No. 2005-020820 Japanese Patent Laid-Open No. 5-178117 JP 2001-347851 A JP 2006-010085 A

  By the way, both a sequential shift function that enables setting of a sequential shift position that can give a pseudo shift feeling to a driver and an auto cruise function that realizes constant speed driving etc. Can be applied to meet the diverse needs of drivers. However, in such a hybrid vehicle, if some measures are not taken, there is a risk that when both the sequential shift function and the auto cruise function are selected, the fuel consumption is deteriorated and the driver feels uncomfortable. There is also.

  Accordingly, an object of the present invention is to more appropriately execute auto-cruising in a hybrid vehicle that can change the target operating point of the internal combustion engine by changing the shift position and can execute predetermined auto-cruising. I will. Another object of the hybrid vehicle and the control method thereof according to the present invention is to prevent the driver from feeling uncomfortable during execution of the auto cruise.

  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 hybrid vehicle according to the present invention is
An internal combustion engine;
An axle-side rotating element connected to a predetermined axle and an engine-side rotating element connected to the engine shaft of the internal combustion engine and capable of differential rotation with respect to the axle-side rotating element; A power transmission means capable of outputting at least a part thereof to the axle side;
An electric motor capable of inputting and outputting power to the axle or another axle different from the axle;
Power storage means capable of exchanging power with the motor;
A first shift position associated with the normal travel operation point setting constraint of the internal combustion engine and a second shift associated with the internal combustion engine operation point setting constraint different from the normal travel operation point setting constraint Shift position selection means that allows the driver to select a position; and
Auto cruise instruction means for instructing execution of a predetermined auto cruise;
Target operation point setting means for setting a target operation point of the internal combustion engine using the normal driving operation point setting constraint regardless of the shift position selected by the driver when execution of the auto cruise is instructed. When,
The internal combustion engine, the power transmission means, and the electric motor so that the internal cruise engine is operated at the set target operation point and the auto cruise is executed when the execution of the auto cruise is instructed. Auto cruise control means to control,
Is provided.

  In this hybrid vehicle, the operating point setting constraint of the internal combustion engine can be changed by operating the shift position selecting means, and the execution of a predetermined auto cruise can be instructed by operating the auto cruise instructing means. In this hybrid vehicle, when execution of auto-cruise is instructed, the target operating point of the internal combustion engine is set and set using the normal driving operating point setting constraint regardless of the shift position selected by the driver. The internal combustion engine, the power transmission means, and the electric motor are controlled so that the internal combustion engine is operated at the set target operation point and the auto cruise is executed. As described above, when the execution of auto-cruise is instructed, even if the driver selects the second shift position, the target operating point of the internal combustion engine is set using the normal driving operating point setting constraint. By doing so, it is possible to suppress the deterioration of fuel consumption associated with the change of the target operating point of the internal combustion engine, so that it is possible to execute auto-cruising more appropriately. The auto-cruise may be anything as long as it is for the purpose of driving assistance / substitute by the driver such as constant speed driving and following driving.

  In this case, the second shift position is a sequential shift position associated with a plurality of different operation point setting constraints, and the shift position selection means is configured to select the second shift position when the second shift position is selected. The driver may be allowed to select an arbitrary driving point setting constraint from among a plurality of driving point setting constraints. This makes it possible to more appropriately execute auto-cruising while meeting the needs of running a hybrid vehicle while arbitrarily changing a plurality of driving point setting constraints.

  Further, when the driver is instructed to select a predetermined driving point setting constraint among the plurality of driving point setting constraints associated with the second shift position during the execution of the auto cruise, the auto cruise The target operation point of the internal combustion engine may be set using the predetermined operation point setting constraint by the target operation point setting means. Thus, if the selection of a predetermined driving point setting constraint via the shift position selection means is used as the auto-cruise execution cancellation condition, the drivability of the hybrid vehicle can be improved.

  Furthermore, the hybrid vehicle may include a notification unit that notifies the driver of the shift position selected by the driver. As a result, it is possible to more appropriately execute auto-cruising while suppressing the driver from feeling uncomfortable by not informing the fact that the shift position has been changed.

  The hybrid vehicle further includes a required driving force setting means for setting a required driving force required for traveling based on a predetermined traveling parameter related to the auto cruise when the execution of the auto cruise is instructed. The target operation point setting means may use the set required driving force and the normal driving operation point setting constraint when the execution of the auto cruise is instructed. An operating point may be set, and the control means at the time of the auto cruise is configured so that the internal combustion engine is operated at the set target operating point and power based on the set required driving force is obtained. The engine, the power transmission means, and the electric motor may be controlled.

  The power transmission means is connected to the axle and the engine shaft of the internal combustion engine and outputs at least part of the power of the internal combustion engine to the axle side with input and output of electric power and power. It may be power power input / output means capable of exchanging power with the power storage means. The power power input / output means is connected to three axes of a generator capable of inputting / outputting power, the axle, the engine shaft of the internal combustion engine, and a rotating shaft of the generator. 3 axis type power input / output means for inputting / outputting power based on power input / output to / from any of the two axes to / from the remaining shafts.

The hybrid vehicle control method according to the present invention includes:
An internal combustion engine, an axle-side rotating element connected to a predetermined axle, and an engine-side rotating element connected to the engine shaft of the internal combustion engine and capable of differential rotation with respect to the axle-side rotating element, Power transmission means capable of outputting at least part of power from the shaft to the axle side, an electric motor capable of inputting / outputting power to the axle or another axle different from the axle, and power exchange with the motor A power storage means, a first shift position associated with the normal travel operation point of the internal combustion engine, and a second shift associated with the operation point setting constraint of the internal combustion engine different from the normal travel operation point Hybrid automatic equipped with shift position selection means for allowing the driver to select a position and auto cruise instruction means for instructing execution of a predetermined auto cruise A control method,
(A) setting the target operating point of the internal combustion engine using the normal driving operating point setting constraint regardless of the shift position selected by the driver when execution of the auto cruise is instructed; ,
(B) When the execution of the auto cruise is instructed, the internal combustion engine is operated at the target operation point set in step (a) and the auto cruise is executed at the target operation point set in step (a). Controlling power transmission means and the electric motor;
Is included.

  As in this method, when execution of auto-cruise is instructed, the target operating point of the internal combustion engine is set using the normal driving operating point setting constraint even if the second shift position is selected by the driver. If it does so, since the deterioration of the fuel consumption etc. accompanying the change of the target driving | operation point of an internal combustion engine can be suppressed, it becomes possible to perform an auto cruise more appropriately.

  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 20 according to an embodiment of the present invention. The hybrid vehicle 20 shown in FIG. 1 includes an engine 22, a three-shaft power distribution and integration mechanism 30 connected to a crankshaft 26 that is an output shaft of the engine 22 via a damper (not shown), and a power distribution and integration mechanism 30. A hybrid electronic control unit (hereinafter referred to as a “hybrid ECU”) that controls the motor MG1 that can generate power, the motor MG2 that is connected to the power distribution and integration mechanism 30 via the transmission 60, and the hybrid vehicle 20 as a whole. 70).

  The engine 22 is an internal combustion engine that outputs power when supplied with hydrocarbon-based fuel such as gasoline or light oil. The fuel injection amount or ignition timing by an engine electronic control unit (hereinafter referred to as “engine ECU”) 24, Control of intake air volume etc. The engine ECU 24 receives signals from various sensors that are provided for the engine 22 and detect the operating state of the engine 22. The engine ECU 24 communicates with the hybrid ECU 70 to control the operation of the engine 22 based on a control signal from the hybrid ECU 70, a signal from the sensor, and the like, and to transmit data on the operation state of the engine 22 as necessary. It outputs to ECU70.

  The power distribution and integration mechanism 30 includes, for example, an external gear sun gear 30a, an internal gear ring gear 30b disposed concentrically with the sun gear 30a, a plurality of pinion gears 30c that mesh with the sun gear 30a and mesh with the ring gear 30b. A planetary gear mechanism is provided that includes a carrier 30d that holds a plurality of pinion gears 30c so as to rotate and revolve, and that performs differential action using the sun gear 30a, the ring gear 30b, and the carrier 30d as rotating elements. In this case, the carrier 30d as the engine-side rotating element of the power distribution and integration mechanism 30 has the crankshaft 26 of the engine 22, the sun gear 30a has the motor MG1, and the ring gear 30b as the axle-side rotating element serves as a rotatable axle. The transmissions 60 connected to the motor MG2 are respectively connected via the ring gear shaft 32. The power distribution and integration mechanism 30 distributes the power from the engine 22 input from the carrier 30d to the sun gear 30a side and the ring gear 30b side according to the gear ratio when the motor MG1 functions as a generator, and the motor MG1 is an electric motor. , The power from the engine 22 input from the carrier 30d and the power from the motor MG1 input from the sun gear 30a are integrated and output to the ring gear 30b side. The power output to the ring gear 30b is output to wheels 39a and 39b as drive wheels via the differential gear 38.

  The motor MG1 and the motor MG2 are both configured as well-known synchronous generator motors that operate as generators and can operate as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line connecting the inverters 41 and 42 and the battery 50 is configured as a positive bus and a negative bus shared by the respective inverters 41 and 42, and the power generated by one of the motors MG1 and MG2 is supplied to the other. It can be consumed with a motor. Therefore, the battery 50 is charged / discharged by the electric power generated from one of the motors MG1 and MG2 or the insufficient electric power. If the electric power balance is balanced by the motors MG1 and MG2, the battery 50 is charged. It will not be 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 includes signals necessary for driving and controlling the motors MG1 and MG2, such as a signal from a rotational position detection sensor (not shown) for detecting the rotational position of the rotor of the motors MG1 and MG2, and a current sensor (not shown). The phase current applied to the motors MG1 and MG2 detected by the motor, motor temperatures T1 and T2 from temperature sensors (not shown) provided for the motors MG1 and MG2, respectively, are input. Switching control signals to 41 and 42 are output. Further, the motor ECU 40 communicates with the hybrid ECU 70, controls the driving of the motors MG1, MG2 based on the control signal from the hybrid ECU 70, and transmits data related to the operating state of the motors MG1, MG2 to the hybrid ECU 70 as necessary. Output.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as “battery ECU”) 52. The battery ECU 52 is attached to a signal 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 connected to the output terminal of the battery 50. The charge / discharge current from the current sensor, the battery temperature from a temperature sensor (not shown) attached to the battery 50, and the like are input. The battery ECU 52 outputs data related to the state of the battery 50 to the hybrid ECU 70 and the engine ECU 24 by communication as necessary. Further, 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 transmission 60 performs connection between the rotating shaft 31 of the motor MG2 and the ring gear shaft 32 and release of the connection, and a gear ratio between the two shafts (the rotation shaft 31 of the rotating shaft 31) when the rotating shaft 31 and the ring gear shaft 32 are connected. The number of rotations / the number of rotations of the ring gear shaft 32: the reduction ratio as viewed from the motor MG2 can be set in a plurality of stages. In the embodiment, the transmission 60 includes a double pinion planetary gear mechanism (not shown), a single pinion planetary gear mechanism, and two brakes B1 and B2 driven by a hydraulic actuator, and the rotation of the motor MG2. The rotational speed of the shaft 31 can be reduced to two stages and transmitted to the ring gear shaft 32. Thus, the power from the motor MG2 is basically decelerated by the transmission 60 and input to the ring gear shaft 32, and the power from the ring gear shaft 32 is accelerated by the transmission 60 and input to the motor MG2. Become. The transmission 60 is not limited to one having two speeds, and may be a stepped transmission having three or more speeds, or a simple speed reducer, and is omitted by itself. May be.

  The hybrid ECU 70 is configured as a microprocessor centered on the CPU 72. In addition to the CPU 72, the hybrid ECU 70 includes a ROM 74 that stores various processing programs, a RAM 76 that temporarily stores data, an input / output port and a communication port (not shown). Prepare. The hybrid ECU 70 detects the ignition signal from the ignition switch (start switch) 80, the 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 the depression amount of the accelerator pedal 83. The accelerator opening Acc from the accelerator pedal position sensor 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 87, and the like are input via the input port. . Further, in the hybrid vehicle 20 of the embodiment, for example, in the vicinity of the steering column or the like, the driver's accelerator such as constant speed traveling that automatically keeps the vehicle speed V constant or follow-up traveling that automatically keeps the distance between the preceding vehicles constant. A cruise control switch 88 that is operated when instructing or canceling the execution of auto-cruise that does not require an operation and setting the vehicle speed, the distance between vehicles, etc. during auto-cruise is disposed. This cruise control switch 88 is also connected to the hybrid ECU 70. ing. When the driver instructs the execution of desired auto-cruise via the cruise control switch 88, a predetermined auto-cruise flag Facr that is set to a value of 0 is set to a value of 1 during normal times (when the switch is off), and The hybrid vehicle 70 is controlled by the hybrid ECU 70 in accordance with various control procedures for auto cruise that are determined in advance. As described above, the hybrid ECU 70 is connected to the engine ECU 24, the motor ECU 40, the battery ECU 52, etc. via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, the battery ECU 52, etc. ing.

  Further, in the hybrid vehicle 20 of the embodiment, as the shift position SP of the shift lever 81, a parking position (P position) used during parking, a reverse position (R position) for reverse travel, a neutral position (N position), normal In addition to the forward drive position (D position), a sequential shift position (S position), an upshift instruction position, and a downshift instruction that allow an arbitrary virtual shift position to be selected from a plurality of virtual shift positions. Positions are prepared. When the D position is selected as the shift position SP, in the hybrid vehicle 20 of the embodiment, drive control is performed so that the engine 22 is operated 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 the initial stage (for example, the fourth stage SP4) determined according to the vehicle speed V. Thereafter, the shift lever 81 is upshifted. When set to the designated position, the shift position SP is raised by one step (upshifted), while when the shift lever 81 is set to the downshift designated position, the shift position SP is lowered by one step (downshifted). ), The shift position sensor 82 outputs the current shift position SP according to the operation of the shift lever 81.

  Further, a meter display unit 90 as shown in FIG. 1 is arranged near the driver's seat of the hybrid vehicle 20. In the embodiment, the meter display unit 90 is configured as a liquid crystal display panel, and a shift that lights and displays marks (P, R, N, D, and S) corresponding to the shift position SP detected by the shift position sensor 82. Position display section 91, stage number display section 92 that displays the number of stages selected by the driver among the shift positions SP1 to SP6 when the S position is selected, and an auto cruise mark that is lit when auto cruise is being executed. A display unit 93, a speedometer unit (not shown) for displaying the vehicle speed V detected by the vehicle speed sensor 87, an odometer unit (not shown) for displaying the accumulated travel distance, and a fuel gauge unit for displaying the remaining amount of fuel in the fuel tank (Not shown). The meter display unit 90 is controlled by a meter electronic control unit (hereinafter referred to as “meter ECU”) 95. The meter ECU 95 is also in communication with the hybrid ECU 70 and the like, and is necessary between the hybrid ECU 70 and the like. Sending and receiving data.

  In the hybrid vehicle 20 of the embodiment configured as described above, a request to be output to the ring gear shaft 32 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. Torque Tr * is calculated, and operation of engine 22, motor MG1, and motor MG2 is controlled so that power corresponding to this required torque Tr * is output to ring gear shaft 32. 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, the torque conversion operation mode for driving and controlling the motor MG 1 and the motor MG 2 so that the torque is converted by the motor MG 1 and the motor MG 2 and output to the ring gear shaft 32, 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 required power is ring gear with torque conversion by motor MG2 A charge / discharge operation mode in which the motor MG1 and the motor MG2 are controlled to be output to the motor 32, and a motor operation in which the operation of the engine 22 is stopped and the motor MG2 is controlled to output power corresponding to the required power to the ring gear shaft 32. There are modes. Moreover, in the hybrid vehicle 20, when a predetermined engine stop condition is satisfied under a torque conversion operation mode in which the engine 22 is operated, the operation of the engine 22 is stopped and the operation mode is switched to the motor operation mode. Further, when a predetermined engine start condition is established under a motor operation mode in which the engine 22 is stopped, the engine 22 is started and the operation mode is switched to a torque conversion operation mode or the like. As described above, by performing the intermittent operation in which the engine 22 is appropriately stopped and started, the hybrid vehicle 20 can improve the fuel efficiency.

  Next, the operation of the hybrid vehicle 20 of the embodiment, particularly, the operation of the hybrid vehicle 20 when the S position is selected as the shift position SP by the driver will be described. FIG. 2 shows an S position selection drive control routine that is repeatedly executed by the hybrid ECU 70 every predetermined time (for example, several milliseconds) when the S position is selected as the shift position SP by the driver and the accelerator is on. It is a flowchart which shows an example. Here, in order to simplify the description, the drive control routine at the time of S position selection in FIG. 2 will be described by taking the state in which the engine 22 is being operated as an example.

  At the start of the S position selection drive control routine in FIG. 2, the CPU 72 of the hybrid ECU 70 determines the accelerator opening Acc from the accelerator pedal position sensor 84, the shift position SP from the shift position sensor 82, the vehicle speed V from the vehicle speed sensor 87, Data necessary for control such as the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2, the gear ratio Gr of the transmission 60, the charge / discharge required power Pb *, and the input / output limits Win and Wout that are the power allowed for the charge and discharge of the battery 50 The input process 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. Further, the gear ratio Gr of the transmission 60 is set when a shift of the transmission 60 is executed by a shift processing routine (not shown) and is stored in a predetermined area of the RAM 76. Further, the charge / discharge required power Pb * is input from the battery ECU 52 by communication from the battery ECU 52 as power to be charged / discharged by the battery ECU 52 based on the remaining capacity SOC of the battery 50 or the like. Similarly, the input limit Win as the charge allowable power that is the power allowed for charging the battery 50 and the output limit Wout as the discharge allowable power that is the power allowed for the discharge are detected by the temperature sensor. What is set based on the battery temperature Tb of the battery 50 and the remaining capacity SOC of the battery 50 is input from the battery ECU 52 by communication.

  After the data input process in step S100, the output is output to the ring gear shaft 32 as an axle connected to the wheels 39a and 39b as drive wheels based on the accelerator opening Acc, the vehicle speed V and the shift position SP (SP1 to SP6). After setting the required torque Tr * to be set, the required power Pe * required for the engine 22 is set (step S110). In the embodiment, the relationship among the accelerator opening Acc, the vehicle speed V, the shift position SP, and the required torque Tr * is determined in advance and stored in the ROM 74 as a required torque setting map, which is given as the required torque Tr *. Those corresponding to the accelerator opening Acc, the vehicle speed V, and the shift position SP are derived and set from the map. FIG. 3 shows an example of the required torque setting map. The requested torque setting map illustrated in FIG. 3 shows that when the accelerator is on (Acc> 0%), the accelerator opening is the same under the same restrictions regardless of whether the shift position SP is the D position or SP1 to SP6. It is created so as to set the required torque Tr * according to Acc and the vehicle speed V, and when the accelerator opening degree Acc is 0% (accelerator off), for example, restrictions differing for each of SP1 to SP6 (however, in the example of FIG. 3 The required torque Tr * is set in accordance with the accelerator opening Acc and the vehicle speed V under the same constraints between the D position and SP6. That is, in the hybrid vehicle 20 of the embodiment, when the accelerator opening Acc is 0%, different required torque setting constraints (required driving force setting constraints) are associated with the shift positions SP1 to SP6. . However, the required torque setting restriction (required driving force setting restriction) in the accelerator-on state (Acc> 0%) may be different between at least one of the D position and SP1 to SP6. Needless to say. In the embodiment, the required power Pe * is obtained by multiplying the set required torque Tr * by the rotation speed Nr of the ring gear shaft 32, the charge / discharge required power Pb * (where the discharge request side is positive), and the loss Loss. Is calculated as the sum of The rotational speed Nr of the ring gear shaft 32 can be obtained by dividing the rotational speed Nm2 of the motor MG2 by the current gear ratio Gr of the transmission 60 as shown in the figure or by multiplying the vehicle speed V by the conversion factor k. it can.

  Next, a temporary target rotational speed Nettmp and a temporary target torque Tentmp, which are temporary target operation points of the engine 22, are set based on the required power Pe * set in step S110 (step S120). In the embodiment, the temporary target rotational speed Nettmp and the temporary target torque Tempmp of the engine 22 are determined based on the operation line for efficiently operating the engine 22 predetermined as normal driving point setting restrictions and the required power Pe *. Was set. FIG. 4 illustrates an operation line of the engine 22 and a correlation curve between the rotational speed Ne and the torque Te. As shown in the figure, the target rotational speed Ne * and the target torque Te * are obtained as an intersection of the operation line and a correlation curve indicating that the required power Pe * (Ne * × Te *) is constant. Can do. If the temporary target rotational speed Nettmp and the temporary target torque Tentmp of the engine 22 are thus set, the engine lower limit that is the lower limit value of the rotational speed Ne of the engine 22 based on the vehicle speed V and the shift position SP input in step S100. A rotation speed Nemin is set (step S130). Here, in the hybrid vehicle 20 of the embodiment, when the S position is selected as the shift position SP, the engine lower limit rotation speed Nemin is determined according to the vehicle speed V and the shift position SP (SP1 to SP6). The engine lower limit rotational speed Nemin is set to a smaller value for the same vehicle speed V as the number of shift positions SP increases (from SP1 to SP6). In the embodiment, the relationship among the vehicle speed V, the shift position SP, and the engine lower limit rotational speed Nemin is determined in advance and stored in the ROM 74 as an engine lower limit rotational speed setting map as illustrated in FIG. As the rotation speed Nemin, a value corresponding to a given vehicle speed V and shift position SP is derived and set from the map. That is, different operating point setting restrictions (target speed setting restrictions) of the engine 22 are associated with the shift positions SP1 to SP6. If the engine lower limit rotational speed Nemin is set in step S130, the larger of the temporary target rotational speed Netmp and the engine lower limit rotational speed Nemin is set as the target rotational speed Ne * of the engine 22 and set in step S110. The target torque Te * of the engine 22 is set by dividing the required power Pe * by the target rotational speed Ne * (step S140).

  Subsequently, the target rotational speed Ne * set in step S140, the rotational speed Nr (Nm2 / Gr) of the ring gear shaft 32, and the gear ratio ρ of the power distribution and integration mechanism 30 (the number of teeth of the sun gear 30a / the number of teeth of the ring gear 30b). And the target rotational speed Nm1 * of the motor MG1 is calculated according to the following formula (1), and then the calculation of the formula (2) based on the calculated target rotational speed Nm1 * and the current rotational speed Nm1 is executed. Torque command Tm1 * for motor MG1 is set (step S150). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. Further, FIG. 6 illustrates a collinear diagram showing a dynamic relationship between the rotational speed and torque in the rotating element of the power distribution and integration mechanism 30. In the figure, the left S-axis indicates the rotation speed of the sun gear 30a corresponding to the rotation speed Nm1 of the motor MG1, the central C-axis indicates the rotation speed of the carrier 30d corresponding to the rotation speed Ne of the engine 22, and the right R-axis. The axis indicates the rotational speed Nr of the ring gear 30b obtained by dividing the rotational speed Nm2 of the motor MG2 by the current gear ratio Gr of the transmission 60. Further, two thick arrows on the R axis indicate that the torque acting on the ring gear shaft 32 by this torque output when the torque Tm1 is output from the motor MG1 and the torque Tm2 output from the motor MG2 via the transmission 60. The torque acting on the ring gear shaft 32 is shown. Expression (1) for obtaining the target rotational speed Nm1 * of the motor MG1 can be easily derived by using the rotational speed relationship in this alignment chart. Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “k1” in the second term on the right side is a gain of 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) (1)
Tm1 * =-ρ / (1 + ρ) ・ Te * + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (2)

  If the torque command Tm1 * of the motor MG1 is set in step S150, the input / output limits Win and Wout of the battery 50, the torque command Tm1 * and the current rotation of the motor MG1 according to the following equations (3) and (4): The torque limit Tmin as the upper and lower limits of the torque that may be output from the motor MG2 by dividing the deviation from the power consumption (generated power) of the motor MG1 obtained as the product of the number Nm1 by the rotation speed Nm2 of the motor MG2. Tmax is calculated (step S160). Next, 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 current gear ratio Gr of the transmission 60 is next Calculation is performed according to equation (5) (step S170), and the torque command Tm2 * of the motor MG2 is set as a value obtained by limiting the temporary motor torque Tm2tmp with the torque limits Tmin and Tmax calculated in step S160 (step S180). By setting the torque command Tm2 * of the motor MG2 in this manner, the torque output to the ring gear shaft 32 as the axle can be set as a torque limited within the range of the input / output limits Win and Wout of the battery 50. . Equation (5) can be easily derived from the alignment chart of FIG. If the target rotational speed Ne * and target torque Te * of the engine 22 and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are thus set, the target rotational speed Ne * and target torque Te * of the engine 22 are sent to the engine ECU 24. Then, torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S190), and the processing after step S100 is executed again. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * executes control for obtaining the target rotational speed Ne * and the target torque Te *. Further, the motor ECU 40 that receives the torque commands Tm1 * and Tm2 * drives the motors MG1 using the torque commands Tm1 * and drives the motors MG2 using the torque commands Tm2 *. Switching control of the switching element is performed.

Tmin = (Win-Tm1 * ・ Nm1) / Nm2 (3)
Tmax = (Wout-Tm1 * ・ Nm1) / Nm2 (4)
Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (5)

  As described above, in the hybrid vehicle 20 of the embodiment, when the S position is selected as the shift position SP, the required torque Tr * and the target operating point of the engine 22 (based on the shift position SP (SP1 to SP6)) ( After setting the target rotational speed Ne * and the target torque Te *), the engine 22 and the motors MG1, MG2 are controlled so that torque based on the required torque Tr * is output to the ring gear shaft 32 as an axle. Thereby, it becomes possible to respond to the driver's acceleration / deceleration request with good responsiveness. However, the hybrid vehicle 20 of the embodiment is configured to be able to execute auto-cruise as described above, and unless any countermeasure is taken, the S position is selected as the shift position SP when the execution of auto-cruise is instructed. If this is done, the fuel consumption may be deteriorated or the driver may feel uncomfortable. Based on this, in the hybrid vehicle 20 of the embodiment, when the driver is instructed to execute auto-cruise via the cruise control switch 88, an auto-cruise drive control routine as described below is executed. .

  Therefore, the operation of the hybrid vehicle 20 when the driver is instructed to execute auto cruise will be described. FIG. 7 shows an example of an auto-cruise drive control routine that is repeatedly executed by the hybrid ECU 70 every predetermined time (for example, several milliseconds) while the driver is instructed to execute auto-cruise via the cruise control switch 88. It is a flowchart to show. Here, in order to simplify the explanation, the driving control at the time of auto-cruising in FIG. 7 is taken as an example in the case where the driver is instructed to perform constant speed running that automatically keeps the vehicle speed V as auto-cruising. The routine will be described. Also here, in order to simplify the explanation, the state in which the engine 22 is being operated is taken as an example.

  At the start of the auto-cruise drive control routine of FIG. 7, the CPU 72 of the hybrid ECU 70 performs the accelerator opening Acc from the accelerator pedal position sensor 84 and the shift position SP from the shift position sensor 82 in the same manner as in step S100 of FIG. The vehicle speed V from the vehicle speed sensor 87, the rotational speeds Nm1, Nm2 of the motors MG1, MG2, the gear ratio Gr of the transmission 60, the charge / discharge required power Pb *, and the input / output limit Win that is the power allowed for charging / discharging of the battery 50 , Wout, and necessary data such as the target vehicle speed V * and the value of the auto cruise flag Facr are input (step S300). Here, the target vehicle speed V * and the value of the auto cruise flag Facr are set according to the driver's operation of the cruise control switch 88 and stored in a predetermined storage area. After the data input process in step S300, it is determined whether or not the auto cruise flag Facr input in step S300 is a value 1 (step S310). The auto cruise flag Facr is 0 and the driver performs auto cruise. Is not instructed or when cancellation of execution is instructed, a command to turn off the auto cruise mark in the display section 93 of the meter display unit 90 is transmitted to the meter ECU 95 (step S460), and this routine is executed. End.

  If it is determined in step S310 that the auto cruise flag Facr is 1, whether or not the S position is selected as the shift position SP based on the shift position SP input in step S300. Is determined (step S320). If the S position is not selected as the shift position SP, that is, if the D position is selected as the shift position SP, the deviation (V *) between the target vehicle speed V * and the vehicle speed V input in step S300. -V) is calculated according to the following equation (6) to cause the vehicle speed deviation-derived required torque Trv to be canceled (step S360). Here, Expression (6) is a relational expression of feedback control for making the vehicle speed V coincide with the target vehicle speed V *. In Expression (6), “k3” in the first term on the right side is the gain of the proportional term. “K4” in the second term on the right side is the gain of the integral term. Further, based on the accelerator opening Acc and the vehicle speed V input in step S300, an accelerator operation-induced required torque Tra, which is a required torque resulting from the accelerator operation by the driver who is executing auto-cruise, is set (step S370). In the embodiment, the accelerator operation-derived required torque Tra according to the accelerator opening Acc and the vehicle speed V is derived and set using the required torque setting map illustrated in FIG. In this way, the accelerator operation-induced required torque Tra is set by the driver when it is necessary to overtake the preceding vehicle even during execution of auto-cruise where the accelerator pedal 83 is not operated. This is to respond to the overtaking request via the accelerator pedal 83. Next, the larger one of the vehicle speed deviation required torque Trv and the accelerator operation required torque Tra is set as the required torque Tr * for control, and the required power Pe required for the engine 22 in the same manner as in step S110 of FIG. * Is set (step S380), and further, the target rotational speed Ne * and the target torque Te * of the engine 22 are set based on the operation line for efficiently operating the engine 22 and the required power Pe * (step S390). ). Then, the processes of steps S400 to S440 similar to steps S150 to S190 of FIG. 2 are executed, and the processes after step S300 are executed again.

  Tr * = k3 ・ (V * -V) + k4 ・ ∫ (V * -V) dt (6)

  On the other hand, if it is determined in step S320 that the S position is selected as the shift position SP, for example, from the previous execution of this routine, for example, from the D position to the S position, or an upshift instruction position by the driver or It is determined whether or not the shift position SP has been changed between SP1 and SP6 by the selection of the downshift instruction position (shift change has been made) (step S330). If the shift position SP has been changed since the previous execution of this routine, the meter ECU 95 issues a shift position display change command for changing the display state in the shift position display portion 91 and the step number display portion 92 of the meter display unit 90. (Step S340). If the shift position SP has not been changed since the previous execution of this routine, the process of step S340 is skipped. After the process in step S330 or S340, it is determined whether or not the shift position SP input in step S300 is other than SP2 (step S350). Here, in the hybrid vehicle 20 of the embodiment, when the driver selects the second stage S2 of the S position as the shift position SP during execution of auto-cruise, the driver even during execution of auto-cruise. Is required to secure driving force during climbing or to decelerate by so-called engine braking, and cancel the execution of auto-cruise. For this reason, if it is determined in step S350 that the shift position SP is SP2, then the S position selection drive control routine of FIG. 2 or the S position selection drive control routine for accelerator off time (not shown) is executed. In order to instruct execution, after turning on a predetermined flag Fs (step S450), the processing of step S460 is executed, and this routine is terminated. On the other hand, when it is determined in step S350 that the shift position SP is other than SP2, the processes in steps S360 to S440 described above are executed. Thus, in the hybrid vehicle 20 of the embodiment, when the S position is selected as the shift position SP during execution of the auto cruise, the meter display unit 90 displays the shift position SP (D, D, corresponding to the driver's shift operation). The type of S and the number of stages when the S position is selected) are displayed, but the target operation of the engine 22 based on the shift position SP (SP1 to SP6) as when the S position is selected when auto-cruise is not executed. Setting of points and the like is not executed, and the engine 22 and the motors MG1 and MG2 are controlled in the same manner as when the D position is selected.

  As described above, in the hybrid vehicle 20 of the embodiment, when the S position is selected via the shift lever 81, the operation point setting of the engine 22 is different from that at the time of selecting the D position according to the shift position SP (SP1 to SP6). Restrictions can be set, and execution of auto-cruising such as constant speed running can be instructed by operating the cruise control switch 88. In the hybrid vehicle 20, when the driver is instructed to execute auto-cruise via the cruise control switch 88, regardless of the shift position SP selected by the driver, that is, the S position (upshift instruction position and Even if the downshift instruction position is selected), the target operating point of the engine 22 is set using the operating point setting constraint (the operating line in FIG. 4) when the D position is selected, and the target operating point is set. The engine 22 and the motors MG1, MG2 are controlled so that the engine 22 is operated and the auto cruise is executed (steps S360 to S440). Thus, when execution of auto-cruise is instructed, even if the driver selects the S position as the shift position SP, the target of the engine 22 is set using the driving point setting restriction corresponding to the normal driving D position. If the operating point is set, it is possible to suppress the deterioration of fuel consumption accompanying the change of the target operating point of the engine 22 (deviation from the operation line of FIG. 4), the fluctuation of the torque output to the ring gear shaft 32, and the like. As a result, auto-cruising can be executed more appropriately.

  Further, the hybrid vehicle 20 of the embodiment enables the setting of the S position associated with a plurality of driving point setting constraints different from each other, thereby changing the plurality of driving point setting constraints arbitrarily. While responding to the needs of running the hybrid vehicle 20, it is possible to execute auto cruise more appropriately. Furthermore, in the hybrid vehicle 20 of the embodiment, when the driver selects the second position S2 of the S position as the shift position SP during execution of auto-cruise (the driving point setting constraint corresponding to SP2 is selected for driving). Auto-cruise is canceled because it is considered that the driver is requesting to secure driving force during climbing or to decelerate by so-called engine braking even when auto-cruising is in progress. To do. As described above, if the selection of SP2 via the shift lever 81 is set as the auto-cruise execution cancellation condition, the drivability of the hybrid vehicle 20 can be improved. Further, in the hybrid vehicle 20, even if the S position is selected as the shift position SP during execution of auto cruise, the engine based on the shift position SP (SP1 to SP6) as when the S position is selected when auto cruise is not executed. Although the setting of the 22 target driving points is not executed, the meter display unit 90 displays the shift position SP (the type of D, S, etc. and the number of steps when the S position is selected) according to the driver's shift operation. It will be. As a result, it is possible to more appropriately execute auto-cruising while preventing the driver from feeling uncomfortable by not informing the fact that the shift position SP has been changed. In addition, the driver who sets the shift position SP to SP2 and cancels the execution of the auto cruise can operate the shift lever 81 while checking the stage number display portion 92 of the meter display unit 90. Matching the display of the meter display unit 90 with the operation state of the shift lever 81 by the driver is also useful for improving the drivability of the hybrid vehicle 20. Further, in the hybrid vehicle 20 of the embodiment, when execution of auto-cruise is instructed, the travel parameters related to the auto-cruise, that is, the vehicle speed V and the target vehicle speed V * if it is constant speed travel, and if it is follow-up travel. A required torque Tr * required for travel is set based on a travel parameter such as the inter-vehicle distance, and the target operating point of the engine 22 is set using the required torque Tr * and an operating point setting constraint corresponding to the D position. Is set, and the engine 22 and the motors MG1, MG2 are controlled so that the engine 22 is operated at the target operation point and torque based on the required torque Tr * is obtained. Thereby, in the hybrid vehicle 20, it is possible to accurately execute the auto cruise specified by the driver.

  In addition, although the hybrid vehicle 20 of the said Example outputs the motive power of motor MG2 to the axle connected to the ring gear shaft 32, the application object of this invention is not restricted to this. That is, the present invention is different from the axle (the axle to which the wheels 39a and 39b are connected) that is connected to the ring gear shaft 32 by the power of the motor MG2 as in the hybrid vehicle 20A as a modified example shown in FIG. The present invention may be applied to the one that outputs to the wheels 39c and 39d in FIG. Further, the hybrid vehicle 20 of the above embodiment outputs the power of the engine 22 to the ring gear shaft 32 as an axle connected to the wheels 39a and 39b via the power distribution and integration mechanism 30. The subject is not limited to this. That is, the present invention provides an inner rotor 232 connected to the crankshaft of the engine 22 and an outer rotor connected to an axle that outputs power to the wheels 39a and 39b, as in a hybrid vehicle 20B as a modified example shown in FIG. 234, and may be applied to a motor including a counter-rotor motor 230 that transmits a part of the power of the engine 22 to the axle and converts the remaining power into electric power. Further, the present invention may be applied to a vehicle provided with a continuously variable transmission (hereinafter referred to as “CVT”) as power transmission means for transmitting the power of the engine 22 to the axle side instead of the power distribution and integration mechanism 30. . A hybrid vehicle 20C as an example of such a vehicle is shown in FIG. The hybrid vehicle 20C of the modified example shown in the figure is synchronized with the front wheel drive system that outputs the power from the engine 22 to, for example, the front wheels 39a and 39b via the belt type or toroidal type CVT 200, the differential gear 38, and the like. And a rear wheel drive system that outputs power from a motor MG that is a generator motor to, for example, wheels 39c and 39d that are rear wheels via a differential gear 38 'or the like. The motor MG is connected to an alternator 29 driven by the engine 22 via an inverter and a battery 50 whose output terminal is connected to the power line from the alternator 29. Thereby, the motor MG is driven by the electric power from the alternator 29 and the battery 50, or charges the battery 50 with the electric power generated by regeneration.

  Here, the correspondence between the main elements of the above embodiment and the main elements of the invention described in the column of means for solving the problems will be described. That is, in the above-described embodiments and modifications, the engine 22 corresponds to the “internal combustion engine”, the combination of the motor MG1 and the power distribution and integration mechanism 30, the counter-rotor motor 230 and the CVT 200 correspond to “power transmission means”, and the motor MG. , MG2 corresponds to the “motor”, the battery 50 capable of exchanging power with the motors MG, MG2, etc. corresponds to the “power storage means”, and the shift lever 81 that allows selection between the D position and the S position is the “shift position”. The cruise control switch 88 corresponds to “auto cruise instruction means”, and the hybrid ECU 70 that executes the processes of steps S310 to S380 in FIG. 7 corresponds to “target operation point setting means”. The hybrid ECU 70 and the engine that execute the auto-cruise drive control routine 7 ECU 24, the motor ECU40 corresponds to the "auto-cruising control means", the hybrid ECU 70, the meter ECU95 and the meter display unit 90 corresponds to the "notification unit". The motor MG1, the power distribution integration mechanism 30 and the counter-rotor motor 230 correspond to “power power input / output means”, the motor MG1 corresponds to “electric generator motor”, and the power distribution integration mechanism 30 corresponds to “three-shaft power”. Corresponds to “input / output means”.

  The “internal combustion engine” is not limited to the engine 22 that outputs power by receiving a hydrocarbon-based fuel such as gasoline or light oil, and may be of any other type such as a hydrogen engine. The “power transmission means” includes an axle-side rotating element connected to a predetermined axle and an engine-side rotating element connected to the engine shaft of the internal combustion engine and capable of differentially rotating with respect to the axle-side rotating element. As long as at least a part of the power from the shaft can be output to the axle side, the combination of the motor MG1 and the power distribution and integration mechanism 30 or any type other than the anti-rotor motor 230 and the CVT 200 may be used. Absent. The “motor” is not limited to the synchronous generator motor such as the motors MG and MG2, but may be any other type such as an induction motor. The “storage means” is not limited to the secondary battery such as the battery 50, and may be any other type such as a capacitor as long as it can exchange electric power with the motor. The “shift position selection means” is an operation of the internal combustion engine different from the first shift position associated with the normal travel operation point setting constraint such as the D position and the normal travel operation point setting constraint such as the S position. Any type other than the shift lever 81 may be used as long as it allows the driver to select the second shift position associated with the point setting constraint. Further, the “second shift position” is not limited to those associated with a plurality of operation point setting constraints such as the S position (SP1 to SP6), and for example, it seems that the vehicle is traveling on a downhill at a relatively high speed. It may be associated with a single driving point setting constraint different from the normal driving driving point setting constraint such as a so-called brake position selected in such a case. The “auto cruise instruction means” may be of any type as long as it can instruct execution of predetermined auto cruise. The “auto-cruise” may be anything as long as it is intended for driving assistance / substituting by the driver such as constant speed traveling and following traveling. The “target operation point setting means” sets the target operation point of the internal combustion engine using the normal driving operation point setting constraint regardless of the shift position selected by the driver when auto cruise execution is instructed. Any format can be used as long as it does. The “auto-cruise control means” includes an internal combustion engine and a power transmission means so that when the execution of auto-cruise is instructed, the internal combustion engine is operated at the set target operation point and the auto-cruise is executed. Any type other than the combination of the hybrid ECU 70, the engine ECU 24, and the motor ECU 40 may be used as long as it controls the electric motor. If the "notification means" is to notify the driver of the shift position selected by the driver, the shift position selected by the driver, such as the meter display unit 90, is visually notified. In addition to what is to be performed, the shift position selected by the driver via other five senses such as hearing may be notified. In any case, the correspondence between the main elements of the embodiments and the main elements of the invention described in the column of means for solving the problem is described in the column of means for the embodiment to solve the problem. This is an example for specifically describing the best mode for carrying out the invention, and does not limit the elements of the invention described in the column of means for solving the problem. In other words, the examples are merely specific examples of the invention described in the column of means for solving the problem, and the interpretation of the invention described in the column of means for solving the problem is described in the description of that column. Should be done on the basis.

  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.

1 is a schematic configuration diagram of a hybrid vehicle 20 according to an embodiment of the present invention. It is a flowchart which shows an example of the drive control routine at the time of S position selection performed by hybrid ECU70 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which illustrates the correlation curve of the operating line of the engine 22, rotation speed Ne, and torque Te. It is explanatory drawing which shows an example of the map for engine lower limit rotation speed setting. 3 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the number of rotations and torque in a rotating element of the power distribution and integration mechanism 30. FIG. 5 is a flowchart illustrating an example of an auto-cruise drive control routine executed by a hybrid ECU. It is a schematic block diagram of the hybrid vehicle 20A which concerns on a modification. FIG. 12 is a schematic configuration diagram of a hybrid vehicle 20B according to another modification. It is a schematic block diagram of the hybrid vehicle 20C which concerns on another modification.

Explanation of symbols

  20, 20A, 20B, 20C Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 29 alternator, 30 power distribution and integration mechanism, 30a sun gear, 30b ring gear, 30c pinion gear, 30d carrier, 31 Rotation shaft, 32 ring gear shaft, 38, 38 'differential gear, 39a-39d wheels, 40 electronic control unit for motor (motor ECU), 41, 42 inverter, 50 battery, 52 electronic control unit for battery (battery ECU), 60 Transmission, 70 Hybrid electronic control unit (hybrid ECU), 72 CPU, 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 cruise control switch, 90 meter display unit, 91 shift position display section, 92 step display section, 93 display section 95 Meter ECU, 200 CVT, 230 Counter-rotor motor, 232 Inner rotor, 234 Outer rotor, MG, MG1, MG2 motor.

Claims (6)

An internal combustion engine;
An axle-side rotating element connected to a predetermined axle and an engine-side rotating element connected to the engine shaft of the internal combustion engine and capable of differential rotation with respect to the axle-side rotating element; A power transmission means capable of outputting at least a part thereof to the axle side;
An electric motor capable of inputting and outputting power to the axle or another axle different from the axle;
Power storage means capable of exchanging power with the motor;
The first shift position associated with the normal travel operation point setting constraint of the internal combustion engine and a plurality of virtuals respectively associated with the internal combustion engine operation point setting constraint different from the normal travel operation point setting constraint Shift position selection means for allowing the driver to select a shift position; and
Shift position detecting means for detecting the shift position selected by the driver;
Auto cruise instruction means for instructing execution of a predetermined auto cruise;
The shift position detected by the shift position detecting means when the execution of the auto cruise is instructed excludes the first shift position and a predetermined virtual shift position among the plurality of virtual shift positions. A target operation point setting means for setting a target operation point of the internal combustion engine using the normal driving operation point setting constraint,
The internal combustion engine, the power transmission means, and the electric motor so that the internal cruise engine is operated at the set target operation point and the auto cruise is executed when the execution of the auto cruise is instructed. And when the shift position detected by the shift position detection means is the predetermined virtual shift position, the auto-cruise control means for canceling the execution of the auto-cruise,
Informing means for informing the driver of the shift position detected by the shift position detecting means;
A hybrid car with The shift position selecting means includes a sequential shift position as a shift position, and the driver is allowed to select an arbitrary virtual shift position from the plurality of virtual shift positions when the sequential shift position is selected. Item 2. The hybrid vehicle according to item 1.   When the predetermined virtual shift position is selected by the driver during execution of the auto cruise and the execution of the auto cruise is canceled, the target operation point setting means is configured to operate the operation point corresponding to the predetermined virtual shift position. The hybrid vehicle according to claim 1, wherein a target operation point of the internal combustion engine is set using a setting constraint. The hybrid vehicle according to any one of claims 1 to 3,
A request driving force setting means for setting a required driving force required for traveling based on a predetermined traveling parameter related to the auto cruise when execution of the auto cruise is instructed;
The target operation point setting means sets the target operation point of the internal combustion engine using the set required driving force and the normal driving operation point setting constraint when the execution of the auto cruise is instructed. ,
The auto-cruise control means is configured to operate the internal combustion engine at the set target operating point and obtain power based on the set required driving force, and the internal combustion engine, the power transmission means, and the electric motor. And hybrid car to control.   The power transmission means is connected to the axle and the engine shaft of the internal combustion engine, outputs at least part of the power of the internal combustion engine to the axle side with input and output of electric power and power, and stores the power. The hybrid vehicle according to any one of claims 1 to 4, wherein the hybrid vehicle is a power input / output unit capable of exchanging electric power with the unit. The power power input / output means is connected to three shafts of a generator capable of inputting / outputting power, the axle, the engine shaft of the internal combustion engine, and a rotating shaft of the generator, and any of these three shafts The hybrid vehicle according to claim 5, further comprising: a three-axis power input / output means for inputting / outputting power based on power input / output to / from the two shafts to / from the remaining shaft.

Images