JP4919848B2 - Vehicle and control method thereof - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress generation of noise when fastening a driving system caused by reversal of torque by preventing the reversal of the torque outputted to an input shaft of a transmission from an electric motor when an internal combustion engine is in an operation state generating vibration or booming noise. <P>SOLUTION: When target engine speed Ne* and target torque Te* of an engine are present in booming noise area and when temporary torque Tm2tmp is within a prescribed area range including a value 0 by a threshold value Tref, a shift stage of the transmission is upshifted (S210), and torque instructions Tm1*, Tm2* of the motors MG1, MG2 are set such that request torque Td* is outputted to a driving shaft out of the prescribed area range of the temporary torque Tm2tmp though it is present in the booming noise area. Thereby, when the engine is operated in the booming noise area, the generation of the noise due to fastening which may be generated by reversing the torque of the motor MG2 can be suppressed. <P>COPYRIGHT: (C)2009,JPO&amp;INPIT

Description

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

Conventionally, this type of vehicle includes an engine, a planetary gear having a carrier connected to the output shaft of the engine and a ring gear connected to the axle side, a first motor generator connected to the sun gear of the planetary gear, and the axle side. And a second motor generator connected to the vehicle and a brake attached to the carrier via the gear so that the rotation speed of the carrier is fixed to the rotation speed of the ring gear of the planetary gear ( For example, see Patent Document 1). In this vehicle, when a vibration or a booming noise is generated due to a change in the rotation of the engine, a state in which a vibration or a booming noise is generated by switching the shift mode is avoided by turning on and off the brake.
JP 2005-24071 A

  An internal combustion engine, a transmission mounted on the axle side, an operating mechanism in which three rotary elements are connected to an output shaft of the internal combustion engine, an input shaft of the transmission, and a rotary shaft of the generator, and an input shaft of the transmission If the torque output from the motor is near 0 when the internal combustion engine is in an operating state that generates vibration and a booming noise, in addition to the abnormal noise and the booming noise caused by the vibration, Therefore, an abnormal noise due to backlash of the drive system generated by reversing the torque output to the input shaft of the transmission also occurs, and the noise increases.

  One object of the vehicle and the control method thereof according to the present invention is to prevent the torque output from the electric motor to the input shaft of the transmission from being reversed when the internal combustion engine is in an operating state in which vibration or a booming noise is generated. . Another object of the vehicle and the control method thereof according to the present invention is to suppress the generation of abnormal noise when the drive system is loose due to such torque reversal.

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

The vehicle of the present invention
An internal combustion engine;
A generator capable of inputting and outputting power;
The output shaft of the internal combustion engine, the rotating shaft of the generator, and the power shaft that is different from the output shaft and the rotating shaft are connected to three shafts, and input / output is performed on any two of the three shafts. 3-axis power input / output means for inputting / outputting power to the remaining shaft based on the power
An electric motor capable of inputting and outputting power to the power shaft;
Power storage means capable of exchanging electric power with the generator and the motor;
Shift transmission means for transmitting power with a change in gear ratio between a drive shaft connected to an axle and the power shaft;
Vehicle speed detection means for detecting the vehicle speed;
Required driving force setting means for setting required driving force required for traveling;
Target speed ratio setting means for setting a target speed ratio as a target of the speed change transmission means based on the set required driving force and the detected vehicle speed;
Target operating point setting means for setting a target operating point at which the internal combustion engine should be operated based on the set required driving force and predetermined constraints;
The internal combustion engine is operated at the set target operating point, and the shift transmission means transmits power at the set target speed ratio and travels with the set required driving force. When the normal control for controlling the generator, the electric motor, and the speed change transmission means is executed, the internal combustion engine is operated in a predetermined operation region in which vibration and a booming noise are generated, and the torque output from the electric motor includes a value of zero. When a specific operation state that falls within a predetermined torque range is reached, the internal combustion engine is operated at the set target operation point, and the transmission transmission means transmits power at a speed ratio different from the set target speed ratio. To control the internal combustion engine, the generator, the electric motor, and the shift transmission means so as to travel with the set required driving force. And control means for executing control operation state,
It is a summary to provide.

  In the vehicle according to the present invention, the internal combustion engine is operated at a target operating point set based on the required driving force required for traveling and the predetermined constraints, and the shift transmission means is based on the required driving force and the vehicle speed. When normal control for controlling the internal combustion engine, the generator, the electric motor, and the shift transmission means is performed so that power is transmitted at the set target gear ratio and the vehicle is driven by the requested driving force, the internal combustion engine generates a predetermined vibration and noise. When the engine is operated in the operation region and the torque output from the electric motor is in a specific operation state within a predetermined torque range including a value of 0, the internal combustion engine is operated at the target operation point and the transmission transmission means Implements control for a specific operating state for controlling the internal combustion engine, the generator, the motor, and the transmission means for transmission by transmitting power at different speed ratios and traveling with the required driving force. To. That is, by changing the transmission ratio of the transmission transmission means from the target transmission ratio, the torque output from the electric motor is prevented from being within a predetermined torque range including the value 0. As a result, it is possible to suppress the torque output from the electric motor from being within a predetermined torque range including the value 0 when the internal combustion engine is operated in a predetermined operation region that generates vibration and a booming noise. It is possible to suppress the generation of abnormal noise during backlashing due to torque reversal.

  In such a vehicle of the present invention, the control means transmits the power at a speed ratio at which the torque output from the electric motor is out of the predetermined torque range as the control for the specific operation state. It may be a means for controlling the internal combustion engine, the generator, the electric motor, and the shift transmission means. In addition, the control means has a small speed reduction as the control for the specific operating state when the speed change transmission means uses a speed reduction ratio when the power of the power shaft is transmitted to the drive shaft from the set target speed ratio. It may be a means for controlling the internal combustion engine, the generator, the electric motor, and the shift transmission means so as to transmit power at a gear ratio.

  In the vehicle of the present invention, the shift transmission means is a stepped transmission, the target gear ratio setting means is a means for setting a gear position of the shift transmission means, and the control means is the specific operation state. As the control, the internal combustion engine, the generator, the electric motor, and the transmission of transmission are transmitted so that the transmission transmission means transmits power at a shift stage upshifted by one stage from the transmission stage set as the target transmission ratio. It can also be a means for controlling the means.

  Furthermore, in the vehicle of the present invention, the predetermined constraint may be a constraint for driving at the most efficient driving point when outputting the same power. In this way, fuel consumption can be improved.

The vehicle control method of the present invention includes:
An internal combustion engine, a generator capable of inputting / outputting power, an output shaft of the internal combustion engine, a rotating shaft of the generator, and a power shaft that is a different shaft from the output shaft and the rotating shaft; Three-axis power input / output means for inputting / outputting power to the remaining shaft based on power input / output to / from any two of the three shafts; an electric motor capable of inputting / outputting power to / from the power shaft; Power storage means capable of exchanging electric power with the generator and the electric motor, and transmission transmission means for transmitting power with a change in transmission gear ratio between a drive shaft connected to an axle and the power shaft. A vehicle control method comprising:
(A) A target speed ratio targeted by the speed change transmission means is set based on the required driving force required for traveling and the vehicle speed, and the internal combustion engine is operated based on the required driving force and predetermined restrictions. Set the target driving point
(B) The internal combustion engine is operated at the set target operating point, and the shift transmission means transmits power at the set target gear ratio so as to travel with the required driving force required for travel. When the normal control for controlling the engine, the generator, the electric motor, and the speed change transmission means is executed, the internal combustion engine is operated in a predetermined operation region in which vibration and a booming noise are generated, and the torque output from the electric motor has a value of 0. When the engine is in a specific operating state that falls within a predetermined torque range including the engine, the internal combustion engine is operated at the set target operating point, and the transmission transmission means transmits power at a speed ratio different from the set target speed ratio. And operating the internal combustion engine, the generator, the electric motor, and the shift transmission means so as to travel with the required driving force. To run the control,
It is characterized by that.

  In the vehicle control method according to the present invention, the internal combustion engine is operated at a target operating point set based on the required driving force required for traveling and a predetermined restriction, and the speed change transmission means includes the required driving force and the vehicle speed. When the normal control for controlling the internal combustion engine, the generator, the electric motor, and the transmission transmission means is performed so that the power is transmitted at the target speed ratio set based on And when the torque output from the electric motor is within a predetermined torque range including the value 0, the internal combustion engine is operated at the target operating point and the transmission transmission means A specific operating state in which the internal combustion engine, the generator, the electric motor, and the transmission transmission means are controlled so that the power is transmitted at a transmission ratio different from the transmission ratio and travels with the required driving force. To run the control. That is, by changing the transmission ratio of the transmission transmission means from the target transmission ratio, the torque output from the electric motor is prevented from being within a predetermined torque range including the value 0. As a result, it is possible to suppress the torque output from the electric motor from being within a predetermined torque range including the value 0 when the internal combustion engine is operated in a predetermined operation region that generates vibration and a booming noise. It is possible to suppress the generation of abnormal noise during backlashing due to torque reversal.

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

  FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with a power output apparatus as an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a motor MG2 connected to a ring gear shaft 32a serving as a power shaft connected to the power distribution and integration mechanism 30, and the driving wheels 39a, A transmission 60 that outputs to a drive shaft 36 connected to 39b, and a hybrid electronic control unit 70 that controls the entire vehicle are provided.

  The engine 22 is configured as an internal combustion engine capable of outputting power using a hydrocarbon-based fuel such as gasoline or light oil, and the air purified by an air cleaner 122 is passed through a throttle valve 124 as shown in FIG. Inhalation and gasoline are injected from the fuel injection valve 126 to mix the sucked air and gasoline. The mixture is sucked into the fuel chamber through the intake valve 128 and is explosively burned by an electric spark from the spark plug 130. Thus, the reciprocating motion of the piston 132 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 includes signals from various sensors that detect the state of the engine 22, a crank position from the crank position sensor 140 that detects the rotational position of the crankshaft 26, and a water temperature sensor 142 that detects the temperature of cooling water in the engine 22. From the cooling water temperature from the combustion chamber, the in-cylinder pressure Pin from the pressure sensor 143 installed in the combustion chamber, the intake valve 128 that performs intake and exhaust to the combustion chamber, and the cam position sensor 144 that detects the rotational position of the camshaft that opens and closes the exhaust valve Cam position, throttle position from throttle valve position sensor 146 for detecting the position of throttle valve 124, air flow meter signal AF from air flow meter 148 attached to the intake pipe, and temperature sensor also attached to the intake pipe Intake air temperature from 49, the air-fuel ratio AF from an air-fuel ratio sensor 135a, such as oxygen signal from an oxygen sensor 135b 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 engine ECU 24 also calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22 based on the crank position from the crank position sensor 140.

  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 MG <b> 1 is connected to the sun gear 31, and the ring gear shaft 32 a as a rotating shaft is connected to the ring gear 32. When the motor MG1 functions as a motor, the 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 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 39a and 39b of the vehicle via the transmission 60, the drive shaft 36, and the differential gear 38.

The motor MG1 and the motor MG2 are both configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG1 and MG2 It can be consumed by a motor. Therefore, battery 50 is charged / discharged by electric power generated from one of motors MG1 and MG2 or insufficient electric power. If the balance of electric power is balanced by the motors MG1 and MG2, the battery 50 is not charged / discharged. The motors MG1, MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 receives signals necessary for driving and controlling the motors MG1 and MG2, for example, the rotational positions of the rotors of the motors MG1 and MG2 from the rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2. A rotational current and a phase current applied to the motors MG1 and MG2 detected by a current sensor (not shown) are input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 communicates with the hybrid electronic control unit 70, and controls driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70 and, if necessary, the motors MG1 and MG.
2 is output to the hybrid electronic control unit 70. The motor ECU 40 also calculates the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 based on signals from the rotational position detection sensors 43 and 44.

  The transmission 60 is configured to be able to transmit power accompanying a change in gear position between the ring gear shaft 32a as the power shaft and the drive shaft 36 and to release the connection between the ring gear shaft 32a and the drive shaft 36. Has been. An example of the configuration of the transmission 60 is shown in FIG. As shown in the figure, the transmission 60 includes a single-pinion planetary gear mechanism 62, 64, 66, two clutches C1, C2, and three brakes B1, B2, B3. The planetary gear mechanism 62 includes an external gear sun gear 62s, an internal gear ring gear 62r arranged concentrically with the sun gear 62s, a plurality of pinion gears 62p that mesh with the sun gear 62s and mesh with the ring gear 62r, and a plurality of pinion gears 62p. The pinion gear 62p rotates and revolves, and the sun gear 62s can be connected to or disconnected from the ring gear shaft 32a by turning on and off the clutch C2, and the brake B1 can be turned on and off. The rotation can be stopped or made free, and the carrier 62c can be stopped or made free by turning on and off the brake B2. The planetary gear mechanism 64 includes an external gear sun gear 64s, an internal gear ring gear 64r disposed concentrically with the sun gear 64s, a plurality of pinion gears 64p that mesh with the sun gear 64s and mesh with the ring gear 64r, and a plurality of pinion gears 64p. The pinion gear 64p rotates and revolves, and the sun gear 64s is connected to the sun gear 62s of the planetary gear mechanism 62, and the ring gear 64r is connected to or released from the ring gear shaft 32a by turning on and off the clutch C1. The carrier 64c is connected to the ring gear 62r of the planetary gear mechanism 62. The planetary gear mechanism 66 includes an external gear sun gear 66s, an internal gear ring gear 66r arranged concentrically with the sun gear 66s, a plurality of pinion gears 66p that mesh with the sun gear 66s and mesh with the ring gear 66r, and a plurality of pinion gears 66p. And a carrier 66c that holds the pinion gear 66p in a rotatable and revolving manner. The sun gear 66s is connected to the ring gear 64r of the planetary gear mechanism 64, and the ring gear 66r can stop or freely rotate by turning on and off the brake B3. The carrier 66c is connected to the ring gear 62r of the planetary gear mechanism 62, the carrier 64c of the planetary gear mechanism 64, and the drive shaft 36. The transmission 60 can disconnect the ring gear shaft 32a and the drive shaft 36 by turning off all of the clutches C1, C2 and the brakes B1, B2, B3, and can turn on the clutch C1 and the brake B3 as well as the clutch. By turning off C2 and brakes B1 and B2, the rotation of the ring gear shaft 32a is decelerated with a relatively large reduction ratio and transmitted to the drive shaft 36 (hereinafter this state is referred to as the first speed state), and the clutch C1 and By turning on the brake B2 and turning off the clutch C2 and the brakes B1 and B3, the rotation of the ring gear shaft 32a is decelerated at a reduction ratio smaller than the first speed and transmitted to the drive shaft 36 (hereinafter, this state is referred to as “the state”). 2nd speed state), by turning on the clutch C1 and the brake B1 and turning off the clutch C2 and the brakes B2 and B3. The rotation of the ring gear shaft 32a is decelerated at a reduction ratio smaller than the second speed and transmitted to the drive shaft 36 (hereinafter this state is referred to as the third speed state), the clutches C1, C2 are turned on, and the brakes B1, B2, B3 Is turned off, the rotation of the ring gear shaft 32a is transmitted to the drive shaft 36 as it is (hereinafter this state is referred to as the fourth speed state). Further, the transmission 60 turns the clutch C2 and the brake B3 on and turns off the clutch C1 and the brakes B1 and B2, thereby reversing and decelerating the rotation of the ring gear shaft 32a and transmitting it to the drive shaft 36. (Hereafter, this state is called a reverse state).

  As shown in FIG. 1, the clutches C1, C2 and the brakes B1, B2, B3 are turned on and off by adjusting the hydraulic pressure applied to the clutches C1, C2 and the brakes B1, B2, B3 by driving the hydraulic actuator 100. It is done from that. This hydraulic actuator 100 has an oil pump 102 that pumps oil and a pressure that allows the pressure (line pressure) of the oil pumped from the oil pump 102 to be adjusted to the clutches C1, C2 and the brakes B1, B2, B3. And a hydraulic pressure supply unit 104 that can be supplied individually.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input. Output to the control unit 70. Further, the battery ECU 52 calculates the remaining capacity (SOC) based on the integrated value of the charging / discharging current detected by the current sensor in order to manage the battery 50, and calculates the remaining capacity (SOC) and the battery temperature Tb. The input / output limits Win and Wout, which are the maximum allowable power that may charge / discharge the battery 50, are calculated based on the above. The input / output limits Win and Wout of the battery 50 are set to the basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limiting correction coefficient and the input are set based on the remaining capacity (SOC) of the battery 50. It can be set by setting a correction coefficient for restriction and multiplying the basic value of the set input / output restrictions Win and Wout by the correction coefficient. FIG. 4 shows an example of the relationship between the battery temperature Tb and the input / output limits Win, Wout, and FIG. 5 shows an example of the relationship between the remaining capacity (SOC) of the battery 50 and the correction coefficients of the input / output limits Win, Wout.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. From the brake pedal position sensor 86 that detects the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the hydraulic pressure that detects the line pressure of the hydraulic pressure supply unit 104 of the actuator 100. The oil pressure Poil from the sensor 106, the drive shaft rotational speed Nd from the rotational speed sensor 37 attached to the drive shaft 36, and the like are input via the input port. The hybrid electronic control unit 70 outputs drive signals to the clutches C1 and C2 of the transmission 60 and the hydraulic actuators 100 of the brakes B1, B2 and B3 via an output port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. ing.

  In the hybrid vehicle 20 of the embodiment, the position of the shift lever 81 detected by the shift position sensor 82 includes a parking position (P position), a neutral position (N position), a drive position (D position), and a reverse position (R Position). When the shift position SP is the D position or the R position, the transmission 60 is in the 1st to 4th speeds of the clutches C1, C2 and the brakes B1, B2, B3 so as to be in the reverse state. It is assumed that the clutch and brake corresponding to the state and the reverse state are engaged, and when the shift position SP is the N position or the P position, the clutches C1, C2 and the brakes B1, B2, B3 of the transmission 60 are all released. It was.

The hybrid vehicle 20 of the embodiment configured in this way calculates the required torque to be output to the drive shaft 36 based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver, and the required torque The transmission 60 is controlled so as to achieve a shift speed according to Td * and the vehicle speed V, and the required power corresponding to the torque according to the required torque and the shift speed of the transmission 60 is output to the ring gear shaft 32a. The operation of the engine 22, the motor MG1, and the motor MG2 is controlled. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the required power and the power required for charging and discharging the battery 50. The engine 22 is operated and controlled so that suitable power is output from the engine 22, and all or part of the power output from the engine 22 with charging / discharging of the battery 50 is the power distribution and integration mechanism 30, the motor MG1, and the motor. The required power is converted to the ring gear shaft 32 with torque conversion by MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled to be output to each other, and a motor operation mode in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. and so on.

  Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly the operation when the engine 22 is operated in a so-called booming noise region and the output torque of the motor MG2 is in the vicinity of the value 0 will be described. FIG. 6 is a flowchart showing an example of a drive control routine executed by the hybrid electronic control unit 70 of the embodiment when the engine 22 is in operation. FIG. 7 is a diagram for shifting the gear stage of the transmission 60. 5 is a flowchart showing an example of a shift control routine executed by a hybrid electronic control unit 70. These routines are executed every predetermined time (for example, every several milliseconds). First, drive control of the vehicle will be described, and then shift control of the transmission 60 will be described.

  When the drive control routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Ne of the engine 22, the motor MG1. , MG2 rotational speed Nm1, Nm2, drive shaft rotational speed Nd from rotational speed sensor 37, transmission gear ratio G of transmission 60b, input / output limit Win, Wout of battery 50, etc. (Step S100). Here, the rotational speed Ne of the engine 22 is calculated based on a signal from a crank position sensor (not shown) attached to the crankshaft 26 and is input from the engine ECU 24 by communication. Further, 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. It was supposed to be. The input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 detected by the temperature sensor 51 and the remaining capacity (SOC) of the battery 50 from the battery ECU 52 by communication. To do. Note that the gear ratio G of the transmission 60 is input based on the state of the transmission 60.

  When the data is input in this way, the required torque Td * to be output to the drive shaft 36 is set as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V (step S110), and the set required torque Based on Td *, required power Pe * required for engine 22 is set (step S120). In the embodiment, the required torque Td * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Td * in the ROM 74 as a required torque setting map, and the accelerator opening Acc, the vehicle speed V, , The corresponding required torque Td * is derived from the stored map and set. FIG. 8 shows an example of the required torque setting map. The required power Pe * can be calculated as the sum of the set required torque Td * multiplied by the rotational speed Nd of the drive shaft 36 and the charge / discharge required power Pb * required by the battery 50 and the loss Loss.

  Next, the target rotational speed Ne * and the target torque Te * of the engine 22 are set based on the set required power Pe * (step S130). This setting is performed based on the operation line for efficiently operating the engine 22 and the required power Pe *. FIG. 9 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 *).

  Subsequently, using the value obtained by multiplying the target rotational speed Ne * of the engine 22 and the drive shaft rotational speed Nd by the transmission gear ratio G of the transmission 60 and the gear ratio ρ of the power distribution and integration mechanism 30, a motor is obtained by the following equation (1). The target rotational speed Nm1 * of MG1 is calculated (step S140), and the torque Tm1tmp of the motor MG1 is calculated by the equation (2) based on the calculated target rotational speed Nm1 * and the input rotational speed Nm1 of the motor MG1 (step S140). Step S150). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 10 shows an example of a collinear diagram for dynamically explaining the rotational elements of the power distribution and integration mechanism 30 and the transmission 60. FIG. 10 shows a state where the transmission 60 is in the second speed state. In the drawing, the left side is a collinear diagram of the power distribution and integration mechanism 30, the left 31 axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, and the 34 axis is the carrier 34 that is the rotation speed Ne of the engine 22. The rotational speed of the ring gear 32 (ring gear shaft 32a), which is the rotational speed Nm2 of the motor MG2, is indicated by 32 axes. In the drawing, the right side is a collinear diagram of the transmission 60, the 64r and 66s axes indicate the rotational speeds of the ring gear 64r of the planetary gear mechanism 64 and the sun gear 66s of the planetary gear mechanism 66, and the 62r, 64c and 66c axes are the drive shaft 36. The rotational speed of the ring gear 62r of the planetary gear mechanism 62, the carrier 64c of the planetary gear mechanism 64, and the carrier 66c of the planetary gear mechanism 66, which is the rotational speed No. of the planetary gear mechanism 66, and the axis 62c indicates the rotational speed of the carrier 62c of the planetary gear mechanism 62. , 66r axis indicates the rotational speed of the ring gear 66r of the planetary gear mechanism 66, and the 62s and 64s axes indicate the rotational speed of the sun gear 62s of the planetary gear mechanism 62 and the sun gear 64s of the planetary gear mechanism 64. In the figure, the dotted line connecting the left and right collinear charts indicates the rotating elements (32 axes, 64r, 66s axes) connected when the shift position SP is the D position. The two thick arrows on the 32 axes indicate the torque Tm1 output from the motor MG1 acts on the ring gear shaft 32a and the torque Tm2 output from the motor MG2, and the two thick lines on the 62r, 64c, and 66c axes. The arrows indicate the torque that is output to the drive shaft 36 via the transmission 60 when these torques are output to the R-axis. Equation (1) can be easily derived from the alignment chart of FIG. Expression (2) is a relational expression in the feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In the expression (2), “k1” in the second term on the right side is the gain of the proportional term, and the right side The third term “k2” is the gain of the integral term.

Nm1 * = Ne * ・ (1 + ρ) / ρ-G ・ Nd / ρ (1)
Tm1tmp = ρ ・ Te * / (1 + ρ) + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (2)

  Then, torque limits Tm1min and Tm1max are set as upper and lower limits of the motor torque Tm1tmp satisfying both the expressions (3) and (4) (step S160), and the torque limits Tm1min and Tm1max set by the expression (5) are set temporarily. Torque command Tm1 * of motor MG1 is set by limiting torque Tm1tmp (step S170). Here, the expression (3) is a relationship in which the total torque output to the ring gear shaft 32a by the motor MG1 and the motor MG2 is within a range from a value 0 to a value obtained by dividing the required torque Td * by the expected gear ratio Gest. Equation (4) is a relationship in which the sum of the electric power input / output by the motor MG1 and the motor MG2 falls within the range of the input / output limits Win and Wout. In Equation (4), the rotation speed Nm2 of the motor MG2 is obtained by multiplying the transmission gear ratio G of the transmission 60 by the drive shaft rotation speed Nd. An example of the torque limits Tm1min and Tm1max is shown in FIG. The torque limits Tm1min and Tm1max can be obtained as the maximum value and the minimum value of the torque command Tm1 * in the region indicated by the oblique lines in the figure.

0 ≦ −Tm1tmp / ρ + Tm2tmp ≦ Td * / G (3)
Win ≦ Tm1tmp ・ Nm1 ＋ Tm2tmp ・ G ・ Nd ≦ Wout (4)
Tm1 * = max (min (Tm1tmp, Tm1max), Tm1min) (5)

  Next, the value obtained by dividing the required torque Td * by the gear ratio G of the transmission 60 and the torque command Tm1 * of the motor MG1 divided by the gear ratio ρ of the power distribution and integration mechanism 30 should be added and output from the motor MG2. A temporary torque Tm2tmp as a torque is calculated by the following expression (6) (step S180), and it is determined whether or not the target rotational speed Ne * and the target torque Te * of the engine 22 are in the booming sound region (step S190). Then, it is determined whether or not the set temporary torque Tm2tmp is within a predetermined range including a value 0 (−Tref <Tm2tmp <Tref) by the threshold value Tref (step S200). Here, equation (6) can be easily derived from the alignment chart of FIG. The muffled sound region is a region where the engine 22 is operated at a relatively low rotation and a high torque, and is shown as a hatched region in FIG. The threshold Tref is used to determine whether or not the temporary torque Tm2tmp includes the value 0 and is in the vicinity of the value 0, and a relatively small value can be used. Here, the temporary torque Tm2tmp is set in the torque command Tm2 * as the torque to be output from the motor MG2 unless it is limited by the input / output limits Win and Wout of the battery 50 as will be described later. This is the output torque output from MG2. Therefore, the determination as to whether or not the temporary torque Tm2tmp is within the range of the predetermined region including the value 0 by the threshold value Tref is the same as the determination as to whether or not the output torque from the motor MG2 is within the range of the region. .

  Tm2tmp = Td * / G + Tm1 * / ρ (6)

  Even when the target engine speed Ne * and the target torque Te * of the engine 22 are not in the muffled sound area, or even when the target engine speed Ne * and the target torque Te * of the engine 22 are in the muffled sound area, the temporary torque Tm2tmp is a value based on the threshold value Tref. When it is outside the range of the predetermined region including 0, the power consumption (generated power) of the motor MG1 obtained by multiplying the input / output limits Win, Wout of the battery 50 and the set torque command Tm1 * by the current rotational speed Nm1 of the motor MG1. The torque limits Tm2min and Tm2max as upper and lower limits of the torque that may be output from the motor MG2 by dividing the deviation from the motor MG2 by the rotational speed Nm2 (G · Nd) of the motor MG2 are expressed by the following equations (7) and (8): (Step S230), and the set temporary torque Tm2tmp is set to the torque limit Tm2m according to equation (9). n, and limited by Tm2max to set a torque command Tm2 * of the motor MG2 (step S240).

Tm2min = (Win-Tm1 * ・ Nm1) / (G ・ Nd) (7)
Tm2max = (Wout-Tm1 * ・ Nm1) / (G ・ Nd) (8)
Tm2 * = max (min (Tm2tmp, Tm2max), Tm2min) (9)

  Thus, when the target engine speed Ne *, the target torque Te *, and the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set, the target engine speed Ne * and the target torque Te * of the engine 22 are set in the engine ECU 24. Torque commands Tm1 * and Tm2 * for motors MG1 and MG2 are transmitted to motor ECU 40 (step S250), and the drive control routine is terminated. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * controls the intake air amount in the engine 22 so that the engine 22 is operated at the operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as fuel injection control and 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.

  On the other hand, when the target rotational speed Ne * and the target torque Te * of the engine 22 are in the muffled sound region and the temporary torque Tm2tmp is within the predetermined region including the value 0 by the threshold value Tref in steps S190 and S200, the transmission 60 Is upshifted (step S210), the speed ratio G is set to the speed ratio after the upshift (step S220), the process returns to step S140, and the motor MG1 is calculated by the above-described equation (1) using the speed ratio G after the upshift. The target rotational speed Nm1 * is calculated, the torque command Tm1 * of the motor MG1 is set by the above-described steps S150 to S170 using the speed ratio G after the upshift, and the formula ( 6), the provisional torque Tm2tmp of the motor MG2 is set (step S180). Now, when the transmission 60 is in the second speed state, the target rotational speed Ne * and the target torque Te * of the engine 22 are in the booming noise region, and the temporary torque Tm2tmp is within a predetermined region including the value 0 by the threshold value Tref. Consider the case. In this case, the transmission 60 is brought into the third speed state by the upshift. In FIG. 12, when the battery 50 is not charged / discharged, the target rotation speed Ne * and the target torque Te * of the engine 22 are in the muffled sound region with the transmission 60 in the second speed, and the temporary torque Tm2tmp has a value of 0 by the threshold Tref. Shows an example of a collinear diagram when it falls within the range of a predetermined region including, and an collinear diagram when the transmission 60 is shifted to the third speed state by upshifting from this state. When the target rotational speed Ne * and the target torque Te * of the engine 22 are in the booming noise range, the engine 22 is operating in a relatively low rotational high torque range, and the battery 50 is not charged or discharged. When the temporary torque Tm2tmp has a value 0, the rotational speed Nm1 of the motor MG1 has a value 0. The solid line in FIG. 12 shows this state. From this state, if the brake B2 is turned off and the brake B1 is turned on and the transmission 60 is upshifted to the third speed state, the vehicle speed V does not change, so the rotational speed of the drive shaft 36 does not change and the engine 22 operates. If the point is not changed, the rotational speed Nm2 of the motor MG2 decreases and the rotational speed Nm1 of the motor MG1 increases as shown by the broken line in FIG. At this time, the output torque from the motor MG1 does not change before and after the upshift of the transmission 60, considering a steady state. Now, considering the state where the battery 50 is not charged / discharged, the regenerative power obtained by the motor MG1 is consumed by the motor MG2 by increasing the rotational speed Nm1 while the output torque of the motor MG1 remains unchanged by the shift. Torque is output from the motor MG2. As a result, the torque output to the ring gear shaft 32a as the power shaft is the sum of the torque output from the motor MG1 and output via the power distribution and integration mechanism 30 and the torque output from the motor MG2, and increases. However, as the gear ratio G decreases due to the upshift, the required torque Tr * that does not change before and after the upshift is output to the drive shaft 36. When attention is paid to the output torque from the motor MG2, the value 0 before the upshift becomes a value that consumes the regenerative power of the motor MG1 after the upshift. As a result, the torque of the motor MG2 is reversed when the target rotational speed Ne * and the target torque Te * of the engine 22 are in the muffled sound region and the temporary torque Tm2tmp falls within the predetermined region including the value 0 by the threshold value Tref. It is possible to suppress the generation of abnormal noise due to backlash that may occur due to the above.

  As described above, the temporary torque Tm2tmp of the motor MG2 calculated using the speed ratio G after the upshift is outside the range of the predetermined region including the value 0 by the threshold value Tref. Therefore, in steps S190 and S200, the engine 22 The target rotational speed Ne * and the target torque Te * are in the muffled sound region, but the temporary torque Tm2tmp is determined to be outside the range of the predetermined region including the value 0 by the threshold value Tref, and the torque using the speed ratio G after the upshift is used. The limits Tm2min and Tm2max are calculated (step S230), the temporary torque Tm2tmp is limited by the calculated torque limits Tm2min and Tm2max, and the torque command Tm2 * of the motor MG2 is set (step S240). Engine ECU for number Ne * and target torque Te * 4, the torque command Tm1 * of the motor MG1, MG2, Tm2 * and sends each motor ECU40 for (step S250), and terminates the drive control routine.

  Next, the shift control of the transmission 60 will be described. When the shift control routine of FIG. 7 is executed, the CPU 72 of the hybrid electronic control unit 70 first inputs the accelerator opening Acc, the vehicle speed V, and the gear stage S of the transmission 60 (step S300). A target shift speed S * is set based on the accelerator opening Acc, the vehicle speed V, and the shift map (step S310). An example of the shift map is illustrated in FIG. Then, the set target shift speed S * and the input shift speed S of the transmission 60 are compared (step S320). If they are the same, it is determined that there is no need to shift the shift speed of the transmission 60. The control routine ends.

  On the other hand, when the target gear stage S * and the gear stage S of the transmission 60 are different, the target engine speed Ne * and the target torque Te * of the engine 22 are in the muffled sound region, and the temporary torque Tm2tmp has a value 0 by the threshold value Tref. It is determined whether or not an upshift has been performed due to being within a predetermined range (step S330). When such an upshift is not performed, it is necessary to shift the gear position of the transmission 60. Determination is made to change the speed of the transmission 60 to the target speed S * (step S360), and the speed change control routine ends. The speed change of the transmission 60 is performed by adjusting the hydraulic pressure applied to the clutches C1, C2 and the brakes B1, B2, B3 by driving the hydraulic actuator 100.

  In step S320, it is determined that the target gear stage S * is different from the gear stage S of the transmission 60. In step S330, the target engine speed Ne * and the target torque Te * of the engine 22 are in the booming sound region, and the temporary torque Tm2tmp is a threshold value. If it is determined by Tref that an upshift has been performed due to being within the range of the predetermined region including the value 0, it is determined whether or not the change amount ΔAcc of the accelerator opening Acc is less than the threshold value Aref (step S340). ), When the change amount ΔAcc of the accelerator opening Acc is equal to or greater than the threshold value Aref, it is determined that it is necessary to shift the speed of the transmission 60 because the driver has operated the accelerator pedal 83 after the upshift. Then, the shift stage of the transmission 60 is shifted to the target shift stage S * (step S360), and the shift control routine is completed. The Here, the threshold value Aref can be used as a value at which the target rotational speed Ne * of the engine 22 is changed to some extent. On the other hand, when the change amount ΔAcc of the accelerator opening Acc is less than the threshold value Aref, an upshift is performed and a predetermined time elapses (step S350), and the shift stage of the transmission 60 is shifted to the target shift stage S *. (Step S360), the shift control routine ends. Thus, the reason for waiting for the elapse of a predetermined time after the upshift is performed is that the target rotational speed Ne * and the target torque Te * of the engine 22 are again in the muffled sound region due to the shift of the shift stage of the transmission 60. Further, this is for avoiding that the temporary torque Tm2tmp falls within a predetermined region including the value 0 due to the threshold value Tref. For this reason, the predetermined time can be about several seconds, for example.

  According to the hybrid vehicle 20 of the embodiment described above, the target rotational speed Ne * and the target torque Te * of the engine 22 are in the booming sound region, and the temporary torque Tm2tmp is within a predetermined region including the value 0 by the threshold value Tref. In this case, the target rotational speed Ne * and the target torque Te * of the engine 22 are increased in the muffled sound range by upshifting the shift stage of the transmission 60 and out of the range of the output torque of the motor MG2 including the value 0. And the provisional torque Tm2tmp falls within the range of a predetermined region including the value 0 by the threshold value Tref, it is possible to suppress the generation of abnormal noise due to backlash that may be caused by the reversal of the torque of the motor MG2.

  In the hybrid vehicle 20 of the embodiment, the transmission 60 capable of shifting with four speeds is used. However, the speed is not limited to four, and the speed can be changed with two or more speeds. Any machine can be used. Further, the transmission 60 may be a continuously variable transmission. In this case, when the target rotational speed Ne * and the target torque Te * of the engine 22 are in the booming sound region and the temporary torque Tm2tmp falls within a predetermined region including the value 0 by the threshold value Tref, the temporary torque Tm2tmp is determined by the threshold value Tref. What is necessary is just to change the gear ratio of a continuously variable transmission so that it may become out of the range of the predetermined area | region containing the value 0. FIG.

  In the hybrid vehicle 20 of the embodiment, torque limits Tm1min and Tm1max for limiting the motor torque Tm1tmp within a range satisfying the above-described formulas (4) and (5) are obtained to set the torque command Tm1 * of the motor MG1 and formula ( 7) and (8) are used to obtain the torque limits Tm2min and Tm2max, and the torque command Tm2 * of the motor MG2 is set. However, the torque limits Tm1min and Tm1max are limited within the range satisfying the expressions (4) and (5). The motor torque Tm1tmp is set as it is as the torque command Tm1 * of the motor MG1, and the torque limit Tm2min and Tm2max are obtained from the equations (7) and (8) using the torque command Tm1 * to obtain the torque command Tm2 * of the motor MG2. It does not matter as a setting. In addition, if the torque command Tm1 * Tm2 * of the motors MG1, MG2 is set within the range of the input / output limits Win, Wout of the battery 50 using the rotational speed Nm2 of the motor MG2 and the expected motor rotational speed Nm2est, Any method may be used.

  In the embodiment, the hybrid vehicle 20 has been described as the best mode of the present invention. However, the present invention is not limited to such a vehicle, and may be a vehicle other than a vehicle or a vehicle control method. .

  Here, the correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the engine 22 corresponds to an “internal combustion engine”, the motor MG1 corresponds to a “generator”, the power distribution / integration mechanism 30 corresponds to a “three-axis power input / output unit”, and the motor MG2 corresponds to a “motor”. ”, The battery 50 corresponds to“ power storage means ”, the transmission 60 corresponds to“ shift transmission means ”, the vehicle speed sensor 88 corresponds to“ vehicle speed detection means ”, the accelerator opening degree Acc and the vehicle speed V The hybrid electronic control unit 70 that executes the process of step S110 of the drive control routine of FIG. 6 for setting the required torque Td * required for the drive shaft 36 based on the above corresponds to the “required drive force setting means”. The hybrid electronic control unit 70 that executes the process of step S310 of the shift control routine of FIG. 7 that sets the target shift speed S * based on the opening degree Acc, the vehicle speed V, and the shift map is “ The required power Pe * is calculated as the sum of the required torque Td * multiplied by the rotational speed Nd of the drive shaft 36 and the charge / discharge required power Pb * required by the battery 50 and the loss Loss. Step S120 of the drive control routine of FIG. 6 for setting the target rotational speed Ne * and the target torque Te * of the engine 22 based on the set required power Pe * and the operation line for operating the engine 22 efficiently. The hybrid electronic control unit 70 that executes the processing of S130 corresponds to “target operation point setting means”, and operates the engine 22 at the target rotational speed Ne * and the target torque Te * at the speed of the transmission 60 at that time. At the same time, the torque command Tm1 * of the motor MG1 is set so that the required torque Td * is output to the drive shaft 36, and the motor MG2 When the temporary torque Tm2tmp to be output is set, when the target rotational speed Ne * and the target torque Te * of the engine 22 are in the booming sound region and the temporary torque Tm2tmp falls within a predetermined region including the value 0 by the threshold value Tref, the speed change is performed. The target gear speed Ne * and target torque Te * of the engine 22 are upshifted by shifting up the gear position of the machine 60, but the output torque of the motor MG2 is out of the predetermined range including the value 0, and the required torque Td * 6 is set to transmit the torque command Tm1 * of the motor MG1 and the torque command Tm2 * of the motor MG2 so as to be output to the drive shaft 36, and executes the processing of steps S140 to S250 of the drive control routine of FIG. An engine that controls the engine 22 based on the control unit 70, the target rotational speed Ne *, and the target torque Te *. The motor ECU 40 that controls the motors MG1, MG2 based on the engine ECU 24 and the torque commands Tm1 *, Tm2 * corresponds to “control means”. Here, the “internal combustion engine” is not limited to an internal combustion engine that outputs power using a hydrocarbon fuel such as gasoline or light oil, and may be any type of internal combustion engine such as a hydrogen engine. The “generator” is not limited to the motor MG1 configured as a synchronous generator motor, and may be any type of generator as long as it can input and output power, such as an induction motor. The “three-axis power input / output means” is not limited to the power distribution / integration mechanism 30 described above, but includes four or more shafts using a double pinion type planetary gear mechanism or a combination of a plurality of planetary gear mechanisms. 3 of the power shaft that is different from the output shaft of the internal combustion engine, the rotating shaft of the generator, the output shaft, and the rotating shaft, such as those connected to the motor or those having a different operation action from the planetary gear such as a differential gear. As long as it is connected to a shaft and inputs / outputs power to / from the remaining shafts based on power input / output to / from any two of the three shafts, it may be anything. The “motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any type of electric motor such as an induction motor that can input and output power to a power shaft. . The “storage means” is not limited to the battery 50 as a secondary battery, and may be anything as long as it can exchange power with a generator and an electric motor such as a capacitor. The "transmission transmission means" is not limited to the four-speed transmission 60, but a drive shaft and a power shaft connected to the axle, such as a two-stage transmission or a continuously variable transmission. Any device may be used as long as it transmits power with a change in gear ratio. The “vehicle speed detection means” is not limited to the vehicle speed sensor 88, but may be any device that detects the vehicle speed, such as a calculation based on a signal from a wheel speed sensor attached to a driving wheel or a driven wheel. It doesn't matter what. The “required driving force setting means” is not limited to the one that sets the required torque Tr * based on the accelerator opening Acc and the vehicle speed V, but sets the required torque based only on the accelerator opening Acc. If the required driving force required for traveling is set, such as those for which the required torque is set based on the traveling position on the traveling route, such as those for which the driving route is set in advance I do not care. The “target gear ratio setting means” is not limited to the one that sets the target shift speed S * based on the accelerator opening Acc, the vehicle speed V, and the shift map, but based on the required driving force and the vehicle speed. Any device may be used as long as it sets a target gear ratio targeted by the transmission means. As the “target operation point setting means”, the required power Pe * is calculated as the sum of the required torque Td * multiplied by the rotational speed Nd of the drive shaft 36 and the charge / discharge required power Pb * required by the battery 50 and the loss Loss. It is not limited to setting the target rotational speed Ne * and the target torque Te * of the engine 22 based on the set required power Pe * and the operation line for operating the engine 22 efficiently. The target rotational speed Ne * and target torque Te * of the engine 22 are set based on the power Pe * and an operation line for outputting a large torque from the engine 22, or the required power Pe * and a certain amount of humming sound region are set. The target rotational speed Ne * and the target torque T of the engine 22 based on the operation line for efficiently operating the engine 22 while avoiding Such as * or shall set a, but may be of any type used to set the target drive point should operate the internal combustion engine based on the required driving force and the predetermined constraints and. The “control means” is not limited to the combination of the hybrid electronic control unit 70, the engine ECU 24, and the motor ECU 40, and may be configured by a single electronic control unit. The “control means” is a motor that operates the engine 22 with the target rotational speed Ne * and the target torque Te * at the gear stage of the transmission 60 at that time and outputs the required torque Td * to the drive shaft 36. When the torque command Tm1 * of MG1 is set and the temporary torque Tm2tmp to be output from the motor MG2 is set, the target rotational speed Ne * and the target torque Te * of the engine 22 are in the booming sound region, and the temporary torque Tm2tmp is a value based on the threshold value Tref. When it is within the range of a predetermined region including 0, the shift speed of the transmission 60 is upshifted, and the target rotational speed Ne * and target torque Te * of the engine 22 are in the booming noise region, but the output torque of the motor MG2 is a value. The torque command Tm1 * of the motor MG1 is output so that the required torque Td * is output to the drive shaft 36 outside the predetermined range including 0. The torque command Tm2 * of the motor MG2 is set to control the engine 22, the motors MG1, MG2 and the transmission 60, and the internal combustion engine is operated at the set target operation point and the speed is changed. When the normal control for controlling the internal combustion engine, the generator, the motor, and the speed change transmission means is executed so that the power is transmitted at the target speed ratio set by the transmission means and the required driving force is set, the internal combustion engine vibrates. When the engine is operated in a predetermined operating region that generates a humming noise and the torque output from the electric motor is in a specific operating state within a predetermined torque range including a value 0, the internal combustion engine is operated at the set target operating point. The transmission means transmits the power at a speed ratio different from the set target speed ratio so as to travel with the set required driving force. As long as it executes the control for the specific operating conditions for controlling the combustion engine and the electric generator and the motor and the transmission mechanism may be any ones. For example, the internal combustion engine is operated at the set target operation point, and the internal combustion engine, the generator, and the electric motor are driven so as to travel with the set required driving force by transmitting the power at the set target speed ratio and the transmission transmission means. When the normal control for controlling the transmission and the transmission means is executed, the internal combustion engine is operated in a predetermined operation region in which vibration and a booming noise are generated, and the torque output from the motor is within a predetermined torque range including a value of 0, When it is not necessary, normal control may be executed, or control different from normal control may be executed. That is, the normal control is basically executed when the specific operation state is not reached, but the control different from the normal control may be executed even when the specific operation state is not obtained. The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. It is an example for specifically explaining the best mode for doing so, and does not limit the elements of the invention described in the column of means for solving the problem. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

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

  The present invention can be used in the manufacturing industry of power output devices, vehicles, and drive devices.

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 the configuration of an engine 22. FIG. FIG. 3 is a configuration diagram showing an outline of a configuration of a transmission 60. It is explanatory drawing which shows an example of the relationship between the battery temperature Tb in the battery 50, and the input / output restrictions Win and Wout. It is explanatory drawing which shows an example of the relationship between the remaining capacity (SOC) of the battery 50, and the correction coefficient of input / output restrictions Win and Wout. It is a flowchart which shows an example of the drive control routine performed by the electronic control unit for hybrids 70 of an Example. It is a flowchart which shows an example of the shift control routine performed by the hybrid electronic control unit 70 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows a mode that an example of the operating line of the engine 22, and target rotational speed Ne * and target torque Te * are set. FIG. 3 is an explanatory diagram showing an example of a collinear diagram for dynamically explaining the power distribution and integration mechanism 30 and the rotational elements of the transmission 60 when the transmission 60 is in the second speed state. It is explanatory drawing which shows an example of torque restrictions Tm1min and Tm1max. When the transmission 60 is in the second speed, the target rotational speed Ne * and the target torque Te * of the engine 22 are in the muffled sound region, and the temporary torque Tm2tmp is within a predetermined region including the value 0 by the threshold value Tref. It is explanatory drawing which shows an example of a nomograph when upshifting from this state and the transmission 60 is made into the 3rd speed state. It is explanatory drawing which shows an example of the shift map.

Explanation of symbols

  20 Hybrid Vehicle, 22 Engine, 24 Electronic Control Unit for Engine (Engine ECU), 26 Crankshaft, 28 Damper, 30 Power Distribution and Integration Mechanism, 31 Sun Gear, 32 Ring Gear, 32a Ring Gear Shaft, 33 Pinion Gear, 34 Carrier, 36 Drive Shaft , 37 Rotational speed sensor, 38 Differential gear, 39a, 39b Drive wheel, 40 Motor electronic control unit (motor ECU), 41, 42 Inverter, 43, 44 Rotation position detection sensor, 50 battery, 51 Temperature sensor, 52 For battery Electronic control unit (battery ECU), 54 power line, 60 transmission, 62, 64, 66 planetary gear mechanism, 62s, 64s, 66s sun gear, 62c, 64c, 66c carrier, 62r, 64r, 66r phosphorus Gear, 70 Hybrid electronic control unit, 24a, 72 CPU, 24b, 74 ROM, 24c, 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, 88 Vehicle speed sensor, 100 Actuator, 102 Oil pump, 104 Oil pressure supply unit, 106 Oil pressure sensor, 122 Air cleaner, 124 Throttle valve, 126 Fuel injection valve, 128 Intake valve, 130 Spark plug, 132 Piston, 134 Purification device, 135a Air-fuel ratio sensor, 135b Oxygen sensor, 136, Throttle motor, 138 Ignition coil, 140 Crank position Sensor, 142 water temperature sensor, 143 pressure sensor, 144 cam position sensor, 146 throttle valve position sensor, 148 air flow meter, 149 temperature sensor, 150 variable valve timing mechanism, MG1, MG2 motor, C1, C2 clutch, B1, B2, B3 brake.

Claims (6)

An internal combustion engine;
A generator capable of inputting and outputting power;
The output shaft of the internal combustion engine, the rotating shaft of the generator, and the power shaft that is different from the output shaft and the rotating shaft are connected to three shafts, and input / output is performed on any two of the three shafts. 3-axis power input / output means for inputting / outputting power to the remaining shaft based on the power
An electric motor capable of inputting and outputting power to the power shaft;
Power storage means capable of exchanging electric power with the generator and the motor;
Shift transmission means for transmitting power with a change in gear ratio between a drive shaft connected to an axle and the power shaft;
Vehicle speed detection means for detecting the vehicle speed;
Required driving force setting means for setting required driving force required for traveling;
Target speed ratio setting means for setting a target speed ratio as a target of the speed change transmission means based on the set required driving force and the detected vehicle speed;
Target operating point setting means for setting a target operating point at which the internal combustion engine should be operated based on the set required driving force and predetermined constraints;
The internal combustion engine is operated at the set target operating point, and the shift transmission means transmits power at the set target speed ratio and travels with the set required driving force. When the normal control for controlling the generator, the electric motor, and the speed change transmission means is executed, the internal combustion engine is operated in a predetermined operation region in which vibration and a booming noise are generated, and the torque output from the electric motor includes a value of zero. When a specific operation state that falls within a predetermined torque range is reached, the internal combustion engine is operated at the set target operation point, and the transmission transmission means transmits power at a speed ratio different from the set target speed ratio. To control the internal combustion engine, the generator, the electric motor, and the shift transmission means so as to travel with the set required driving force. And control means for executing control operation state,
A vehicle comprising:   The control means includes the internal combustion engine and the generator, as the specific operating state control, such that the transmission means transmits power at a speed ratio at which the torque output from the motor is outside the predetermined torque range. 2. The vehicle according to claim 1, wherein said vehicle is means for controlling said electric motor and said shift transmission means.   The control means, as the control for the specific operating state, has a small reduction ratio when the speed change transmission means uses a speed reduction ratio when the power of the power shaft is transmitted to the drive shaft from the set target speed ratio. The vehicle according to claim 1 or 2, wherein the vehicle is a means for controlling the internal combustion engine, the generator, the electric motor, and the shift transmission means so as to transmit power at a transmission gear ratio. A vehicle according to any one of claims 1 to 3,
The transmission transmission means is a stepped transmission,
The target gear ratio setting means is a means for setting a gear position of the speed change transmission means,
The control means, as the control for the specific operating state, is configured so that the transmission transmission means transmits power at a shift stage upshifted by one shift stage from a shift stage set as the target transmission ratio. A means for controlling the generator, the electric motor, and the shift transmission means;
vehicle.   The vehicle according to any one of claims 1 to 4, wherein the predetermined constraint is a constraint for driving at the most efficient driving point when outputting the same power. An internal combustion engine, a generator capable of inputting / outputting power, an output shaft of the internal combustion engine, a rotating shaft of the generator, and a power shaft that is a different shaft from the output shaft and the rotating shaft; Three-axis power input / output means for inputting / outputting power to the remaining shaft based on power input / output to / from any two of the three shafts; an electric motor capable of inputting / outputting power to / from the power shaft; Power storage means capable of exchanging electric power with the generator and the electric motor, and transmission transmission means for transmitting power with a change in transmission gear ratio between a drive shaft connected to an axle and the power shaft. A vehicle control method comprising:
(A) A target speed ratio targeted by the speed change transmission means is set based on the required driving force required for traveling and the vehicle speed, and the internal combustion engine is operated based on the required driving force and predetermined restrictions. Set the target driving point
(B) The internal combustion engine is operated at the set target operating point, and the shift transmission means transmits power at the set target gear ratio so as to travel with the required driving force required for travel. When the normal control for controlling the engine, the generator, the electric motor, and the speed change transmission means is executed, the internal combustion engine is operated in a predetermined operation region in which vibration and a booming noise are generated, and the torque output from the electric motor has a value of 0. When the engine is in a specific operating state that falls within a predetermined torque range including the engine, the internal combustion engine is operated at the set target operating point, and the transmission transmission means transmits power at a speed ratio different from the set target speed ratio. And operating the internal combustion engine, the generator, the electric motor, and the shift transmission means so as to travel with the required driving force. To run the control,
A method for controlling a vehicle.

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