JP5655693B2 - Hybrid car - Google Patents

Description

  The present invention relates to a driver's accelerator operation based on a control mode set out of a plurality of control modes having different power outputs with respect to the driver's accelerator operation. A required torque setting means for setting a required torque required for the vehicle and setting an electric motor required torque to be output from the electric motor based on the set vehicle required torque, and the set electric motor required torque and the vibration of the vehicle. The present invention relates to a hybrid vehicle including motor control means for controlling the electric motor so that a torque that is the sum of vibration suppression torque for suppression is output from the electric motor.

  Conventionally, in this type of hybrid vehicle having an engine and a motor, the motor is controlled so that the sum of the torque to be output from the motor and the damping torque for suppressing the vibration of the vehicle is output. Have been proposed (see, for example, Patent Document 1). In this hybrid vehicle, an ECO switch for selecting an ECO mode giving priority to fuel efficiency is provided, and when the ECO switch is turned on, a value 0 is set for the damping torque so that the damping torque is not output. .

JP 2008-162491 A

  The hybrid vehicle described above can support driving in a driving mode that prioritizes fuel consumption, but when a driving mode that prioritizes power output over fuel consumption is selected, priority is given to power output. It is also required to do.

  The main purpose of the hybrid vehicle of the present invention is to sufficiently exhibit the driving performance when a driving mode in which power output is prioritized is required.

  The hybrid vehicle of the present invention employs the following means in order to achieve the main object described above.

The hybrid vehicle of the present invention
The vehicle is required for the driver's accelerator operation based on the control mode that is set out of a plurality of control modes in which the output of power is different from that of the internal combustion engine, the driving motor, and the driver's accelerator operation. Request torque setting means for setting the required motor torque to be output from the electric motor based on the set required vehicle torque, and for suppressing the set required motor torque and vehicle vibration. In a hybrid vehicle comprising: motor control means for controlling the electric motor so that the sum of the vibration damping torque and the torque is output from the electric motor;
The motor control means, when a mode having higher response to power output in the control mode is set and the accelerator is on, the motor request is output from the motor without outputting the damping torque. It is means for controlling the electric motor so that torque is output.

This is the gist.

  In the hybrid vehicle of the present invention, the request required for the vehicle for the driver's accelerator operation based on the control mode set out of a plurality of control modes having different power outputs with respect to the driver's accelerator operation. The motor request torque to be output from the motor is set based on the set vehicle request torque and the sum of the set motor request torque and the vibration suppression torque for suppressing the vibration of the vehicle is set from the motor. The motor is controlled so that it is output. Thereby, generation | occurrence | production of the vibration of a vehicle can be suppressed. On the other hand, when a mode with higher response to power output is set and the accelerator is on among a plurality of control modes, the motor required torque is output from the motor without outputting the vibration damping torque. Control the motor. Thereby, when the driving | running | working which gave priority to the output of power was requested | required, the driving | running | working performance of a vehicle can fully be exhibited.

  In such a hybrid vehicle of the present invention, the plurality of control modes may include a fuel consumption priority traveling mode in which fuel efficiency is prioritized and a power output priority traveling mode in which power output is prioritized over fuel efficiency.

  Further, in the hybrid vehicle of the present invention, three rotations on three axes of a generator capable of inputting / outputting power, an output shaft of the internal combustion engine, a rotation shaft of the generator, and a drive shaft connected to the vehicle axle. And a planetary gear mechanism to which the elements are connected.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. 3 is a flowchart showing an example of a motor control routine executed by a motor ECU 40. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 320 of a modified example. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 420 according to a modification.

  Next, the form for implementing this invention is demonstrated using an Example.

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22 that uses gasoline or light oil as fuel, an engine electronic control unit (hereinafter referred to as an engine ECU) 24 that controls the drive of the engine 22, and an engine 22. A planetary gear 30 in which a carrier is connected to the crankshaft 26 and a ring gear is connected to a drive shaft 36 connected to drive wheels 38a and 38b via a differential gear 37, and a rotor is configured as a planetary gear, for example, as a synchronous generator motor. A motor MG1 connected to 30 sun gears, a motor MG2 configured as a synchronous generator motor and having a rotor connected to the drive shaft 36, inverters 41 and 42 for driving the motors MG1 and MG2, and a motor MG1 , MG2 electronic control unit for motor (Hereinafter referred to as a motor ECU) 40, a battery 50 that exchanges electric power with the motors MG1 and MG2 via inverters 41 and 42, and a battery electronic control unit (hereinafter referred to as a battery ECU) 52 that manages the battery 50. And a hybrid electronic control unit (hereinafter referred to as HVECU) 70 for controlling the entire vehicle.

  Although not shown, the engine ECU 24 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. The engine ECU 24 receives signals from various sensors that detect the operating state of the engine 22, such as a crank position from a crank position sensor that detects the rotational position of the crankshaft and a water temperature sensor that detects the temperature of cooling water in the engine 22. A cooling water temperature Tw, an in-cylinder pressure Pin from a pressure sensor installed in the combustion chamber, a cam position from a cam position sensor that detects the rotational position of an intake valve for intake and exhaust to the combustion chamber and a camshaft for opening and closing the exhaust valve; The throttle position SP that detects the throttle valve position, the throttle position SP from the throttle valve position, the intake air amount Qa from the air flow meter attached to the intake pipe, the intake air temperature Ta from the temperature sensor also attached to the intake pipe, and the exhaust system Installed air / fuel ratio The air-fuel ratio AF from the sensor, the oxygen signal O2 from the oxygen sensor attached to the exhaust system, and the like are input via the input port, and various control signals for driving the engine 22 are input from the engine ECU 24, For example, the drive signal to the fuel injection valve, the drive signal to the throttle motor that adjusts the throttle valve position, the control signal to the ignition coil integrated with the igniter, and the variable valve timing that can change the opening and closing timing of the intake valve A control signal to the mechanism is output via the output port. The engine ECU 24 is in communication with the HVECU 70, controls the operation of the engine 22 by a control signal from the HVECU 70, and outputs data related to the operation state of the engine 22 to the HVECU 70 as necessary. The engine ECU 24 also calculates the rotational speed of the crankshaft, that is, the rotational speed Ne of the engine 22 based on a signal from a crank position sensor (not shown) attached to the crankshaft.

  Although not shown, the motor ECU 40 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 is input via an input port, and a switching control signal for switching switching elements (not shown) of the inverters 41 and 42 is output from the motor ECU 40 to the output port. Is being output via. Further, the motor ECU 40 communicates with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by the control signal from the hybrid electronic control unit 70, and relates to the operating state of the motors MG1 and MG2 as necessary. Data is output to the hybrid electronic control unit 70. The motor ECU 40 calculates the rotational angular velocities ωm1, ωm2 and rotational speeds Nm1, Nm2 of the motors MG1, MG2 based on the signals from the rotational position detection sensors 43, 44, or the motor MG2 based on the rotational angular speed ωm2 of the motor MG2. The driving wheel rotational angular velocity ωb is calculated as the rotational angular velocity of the driving wheels 38a and 38b converted to the rotational axis of the MG2. In the embodiment, the driving wheel rotation angular velocity ωb uses the zeroth-order hold at the control sample time with respect to the control system design model of the two-inertia system obtained by limiting to the characteristic between the motor MG2 and the driving wheels 38a and 38b. It is assumed that the calculation is performed using a discrete model.

  The battery ECU 52 is configured as a microprocessor centered on a CPU, and includes a ROM that stores a processing program, a RAM that temporarily stores data, an input / output port, and a communication port in addition to the CPU. The battery ECU 52 is attached to a signal necessary for managing the battery 50, for example, an inter-terminal voltage 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 charging / discharging current from a current sensor (not shown), the battery temperature Tb from a temperature sensor (not shown) attached to the battery 50, and the like are input to the HVECU 70 by communication as necessary. To do. Further, the battery ECU 52 is based on the integrated value of the charge / discharge current detected by the current sensor for managing the battery 50, and the storage ratio SOC that is the ratio of the capacity of the electric power that can be discharged from the battery 50 at that time to the total capacity. Or the input / output limits Win and Wout that are the maximum allowable power that may charge / discharge the battery 50 based on the calculated storage ratio SOC and the battery temperature Tb. 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 limiting limit are set based on the storage ratio SOC of the battery 50. It can be set by setting a correction coefficient and multiplying the basic value of the set input / output limits Win and Wout by the correction coefficient.

  Although not shown, the HVECU 70 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. The HVECU 70 includes an ignition signal from the ignition switch 80, a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator opening from the accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. Acc, the brake pedal position BP 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 like are input via the input port. Further, in the hybrid vehicle 20 of the embodiment, a power switch 89 is provided in the vicinity of the driver's seat for selecting a power mode as a driving mode that prioritizes power performance, that is, responsiveness of torque output to an accelerator operation, A signal from the power switch 89 is also input to the HVECU 70 via the input port. As described above, the HVECU 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.

  The hybrid vehicle 20 of the embodiment thus configured calculates the required torque Tr * to be output to the drive shaft 36 based on the accelerator opening Acc and the vehicle speed V corresponding to the amount of depression of the accelerator pedal by the driver. The operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque Tr * is output to the drive shaft 36. As the 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 transmitted to the planetary gear 30 and the motor MG1. The motor MG2 converts the torque of the motor MG1 and the motor MG2 so that the motor MG1 and the motor MG2 are driven and controlled, and the power suitable for the sum of the required power and the power required for charging and discharging the battery 50 is obtained. The operation of the engine 22 is controlled so as to be output from the engine 22, and all or a part of the power output from the engine 22 with charging / discharging of the battery 50 is converted by the planetary gear 30, the motor MG1, and the motor MG2. Accordingly, the required power is output to the drive shaft 36. Charge-discharge drive mode for driving and controlling the motor MG1 and the motor MG2, there is a motor operation mode in which operation control to output a power commensurate to stop the operation of the engine 22 to the required power from the motor MG2 to the drive shaft 36. Note that the torque conversion operation mode and the charge / discharge operation mode are modes in which the engine 22 and the motors MG1, MG2 are controlled so that the required power is output to the driving force 36 with the operation of the engine 22. Since there is no difference in general control, both are hereinafter referred to as an engine operation mode.

  In the engine operation mode, the HVECU 70 sets the control accelerator opening Acc * based on the accelerator opening Acc from the accelerator pedal position sensor 84, and sets the control accelerator opening Acc * and the vehicle speed V from the vehicle speed sensor 88. Based on the above, the required torque Tr * to be output to the drive shaft 36 is set. Here, the setting of the accelerator opening Acc * for control is linear with respect to the accelerator opening Acc in the range of 0% to 100% when the power switch 89 is turned off and the normal mode is set as the operation mode. When the power switch 89 is turned on and the power mode is set as the operation mode, the control accelerator opening Acc * is set so as to have the output torque response to the accelerator operation compared to the normal mode. Is set to the control accelerator opening Acc *. Subsequently, the set required torque Tr * is multiplied by the rotation speed Nr of the drive shaft 36 (for example, the rotation speed obtained by multiplying the rotation speed Nm2 of the motor MG2 or the vehicle speed V by a conversion factor) The engine 22 is calculated by calculating the power Pdrv and subtracting the charge / discharge required power Pb * (positive value when discharged from the battery 50) of the battery 50 from the calculated traveling power Pdrv based on the storage ratio SOC of the battery 50. The required power Pe * as the power to be output from is set. Then, the target rotational speed Ne of the engine 22 is obtained using an operation line (for example, a fuel efficiency optimal operation line) as a relationship between the rotational speed Ne of the engine 22 and the torque Te that can efficiently output the required power Pe * from the engine 22. * And target torque Te * are set, and the motor is controlled by rotational speed feedback control so that the rotational speed Ne of the engine 22 becomes the target rotational speed Ne * within the range of the input / output limits Win and Wout of the battery 50. A torque command Tm1 * as a torque to be output from MG1 is set, and when the motor MG1 is driven by the torque command Tm1 *, the torque acting on the drive shaft 36 via the planetary gear 30 is subtracted from the required torque Tr * to reduce the motor MG2. Torque command Tm2 * and set the target rotational speed Ne * and target torque Te *. Transmitted to the engine ECU24 is Te, the torque command Tm1 *, the Tm2 * is sent to the motor ECU 40. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te *, controls the intake air amount, fuel injection control, and ignition of the engine 22 so that the engine 22 is operated by the target rotational speed Ne * and the target torque Te *. The motor ECU 40 that performs control or the like and receives the torque commands Tm1 * and Tm2 * performs switching control of the switching elements of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *.

  In the motor operation mode, the HVECU 70 sets a value 0 to the torque command Tm1 * of the motor MG1 and outputs the required torque Tr * to the drive shaft 36 within the range of the input / output limits Win and Wout of the battery 50. Torque command Tm2 * is set and transmitted to the motor ECU 40. Then, the motor ECU 40 that receives the torque commands Tm1 * and Tm2 * performs switching control of the switching elements of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *.

  When the hybrid vehicle 20 according to the embodiment is operating in the motor operation mode, when the driver depresses the accelerator pedal 83 and the power from the battery 50 alone cannot cover the travel power Pdrv, When the storage ratio SOC of the vehicle becomes equal to or lower than a predetermined threshold value for switching to the engine operation mode, or when the vehicle state reaches a predetermined state for switching to the engine operation mode, the engine 22 is Start and shift to engine operation mode. The engine 22 is started by outputting torque from the motor MG1 to motor the engine 22 and canceling torque acting on the drive shaft 36 by torque output from the motor MG1 by torque from the motor MG2. This is performed by starting fuel injection control, ignition control, and the like when the rotational speed Ne reaches a predetermined control start rotational speed.

  Further, when the hybrid vehicle 20 of the embodiment is operating in the engine operation mode, when the storage ratio SOC of the battery 50 is equal to or higher than the threshold value and the traveling power Pdrv can be covered by the discharge from the battery 50, When the motor travel switch (not shown) is pressed by the driver, or when the vehicle state reaches a predetermined state for switching to the motor operation mode, the operation of the engine 22 is stopped and the motor operation mode is set. Transition. The engine 22 is stopped by controlling the engine 22 so that the opening / closing timing of the intake valve by the variable valve timing mechanism is changed to the most retarded angle (latest timing) while idling control of the engine 22 is performed. When the valve opening / closing timing reaches the most retarded angle, the fuel injection and ignition are stopped, and the stop position is adjusted by the motor MG1 so as to stop at the crank angle position where the startability is good when the engine 22 is started next time. It is done by.

  Next, the operation of the hybrid vehicle 20 of the embodiment, particularly the operation when suppressing the vibration of the running vehicle will be described. FIG. 2 is a flowchart illustrating an example of a motor control routine executed by the motor ECU 40.

  When the motor control routine is executed, the motor ECU 40 first determines the accelerator opening Acc, the operation mode DM, the torque command Tm2 * of the motor MG2, the motor rotational angular velocity ωm2 that is the rotational angular velocity of the motor MG2, the driving wheel rotational angular velocity ωb, etc. A process of inputting data necessary for control is executed (step S100). Here, as the operation mode DM, the normal mode and the power mode described above are determined in advance in the embodiment, and when the power switch 89 is turned off, the set value of the normal mode is input from the HVECU 70 by communication, and the power When the switch 89 is turned on, the power mode setting value is input from the HVECU 70 by communication.

  Next, whether or not the operation mode DM is the power mode and the accelerator is on, that is, whether the accelerator opening Acc is greater than or equal to a threshold value (for example, 30%) (step S110), executes vibration suppression control to suppress vehicle vibration. It is determined whether another first execution condition to be satisfied is satisfied (step S120), and whether another second execution condition for vibration suppression control is satisfied (step S130). The determination as to whether or not the first execution condition is satisfied is made, for example, when the vehicle speed V is less than the predetermined vehicle speed Vref, the engine 22 is being started, or the engine 22 is stopped. This is performed by determining whether or not any of the conditions such as being in progress is satisfied. Further, the determination as to whether or not the second execution condition is satisfied is made, for example, when the shift lever 81 is in the drive range, the reverse range, or the brake range, or in order to suppress overheating of the motor MG2. This is performed by determining whether or not all of the conditions such as the load factor limit value imposed on MG2 being relaxed from the threshold value and not being retreating are satisfied.

  In step S110, it is determined that the operation mode DM is not the power mode, it is determined that the accelerator is not turned on even in the power mode, and in step S120, it is determined that one of the first execution conditions is satisfied, and in step S130. If it is determined that both of the second execution conditions are satisfied, a temporary control is performed as a value obtained by multiplying the difference between the motor rotational angular velocity ωm2 and the drive wheel rotational angular velocity ωb by the control gain kv according to the following equation (1). The vibration damping torque Tvtmp is set (step S140), and the magnitude of the temporary damping torque Tvtmp (the magnitude on the positive side and the negative side) set as shown in the equation (2) is limited by the limiting torque Tlim. The torque Tv is set (step S150), and the sum of the set damping torque Tv and the torque command Tm2 * is set as the execution torque T2 * (step S150). Step S160), the switching element (not shown) of the inverter 42 is switched by pulse width modulation control (PWM control) or the like so that the execution torque T2 * is output from the motor MG2, and the motor MG2 is driven (Step S170). End the routine. The limit torque Tlim limits the magnitude of the damping torque Tv so that the execution torque T2 * output from the motor MG2 does not exceed the input / output limits Win and Wout of the battery 50 to such an extent that the vibration of the vehicle can be suppressed. It is set to do so, and can be determined by experiments or the like.

Tvtmp = kv * ・ (ωm2-ωb) (1)
Tv = max (min (Tvtmp, Tlim),-Tlim) (2)

  On the other hand, it is determined in step S110 that the operation mode DM is the power mode and the accelerator is on, in step S120 it is determined that none of the first execution conditions is satisfied, or in step S130 the second execution condition is set. If it is determined that either is not established, the input torque command Tm2 * of the motor MG2 is set to the execution torque T2 * (step S180), and the motor MG2 outputs the set execution torque T2 *. MG2 is driven (step S170), and this routine is finished. The vibration suppression control is performed by adding to the motor torque torque (vibration torque) in a direction to cancel the twist generated in the drive system due to the output of the motor torque from the motor MG2. Considering the state where the vehicle is accelerated by the motor torque from the motor MG2, the twist generated in the drive system in this state is not only a periodically changing component but also a stationary component, so the twist is canceled. If the damping torque is output in the direction, the power performance is reduced. When the operation mode DM is the power mode and the accelerator is on, the torque command Tm2 * is set to the execution torque T2 * and the vibration suppression control is not performed. This prevents a decrease in power performance due to the vibration suppression control being performed. This is because the driving performance in the power mode is sufficiently exhibited.

  According to the hybrid vehicle 20 of the embodiment described above, when the execution condition of vibration suppression control is satisfied, vibration suppression is performed based on a value obtained by multiplying the difference between the motor rotation angular velocity ωm2 and the drive wheel rotation angular velocity ωb by the control gain kv. Set the torque Tv, set the sum of the set damping torque Tv and the torque command Tm2 * as the execution torque T2 *, and drive the motor MG2 so that the execution torque T2 * is output from the motor MG2. When the operation mode DM is the power mode and the accelerator is on, the torque command Tm2 * of the motor MG2 is set to the execution torque T2 * even when other vibration suppression control execution conditions are satisfied. Therefore, the vibration control is not executed, so that the power performance can be prevented from being lowered and the running performance in the power mode can be sufficiently exhibited.

  In the hybrid vehicle 20 of the embodiment, the power mode and the normal mode are provided as driving modes, but an eco mode that prioritizes the fuel consumption and energy efficiency of the engine 22 may be provided. In this case, in the eco mode, a value smaller than that in the normal mode with respect to the accelerator opening Acc may be set as the control accelerator opening Acc * in order to reduce the response of the torque output to the accelerator operation.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is output to the drive shaft 36. However, as illustrated in the hybrid vehicle 120 of the modification of FIG. 3, the drive shaft 36 is connected to the power of the motor MG2. It may be connected to an axle (an axle connected to the wheels 39a and 39b in FIG. 3) different from the other axle (the axle to which the drive wheels 38a and 38b are connected). In this case, based on the rotational angular velocity ωm2 of the motor MG2, the driving wheel rotational angular velocity ωb as the rotational angular velocity of the driving wheels 39a, 39b converted to the rotational shaft of the motor MG2 is calculated, and the provisional vibration damping torque is calculated by the above equation (1). What is necessary is just to calculate Tvtmp.

  In the hybrid vehicle 20 of the embodiment, the power of the engine 22 is output to the drive shaft 36 connected to the drive wheels 38a and 38b via the planetary gear 30, but this is exemplified in the hybrid vehicle 220 of the modification of FIG. As described above, the inner rotor 232 connected to the crankshaft of the engine 22 and the outer rotor 234 connected to the drive shaft 36 that outputs power to the drive wheels 38a and 38b are driven, and a part of the power of the engine 22 is driven. A counter-rotor motor 230 that transmits power to the shaft 36 and converts remaining power into electric power may be provided.

  In the hybrid vehicle 20 of the embodiment, the power from the engine 22 is output to the drive shaft 36 connected to the drive wheels 38a and 38b via the planetary gear 30, and the power from the motor MG2 is output to the drive shaft 36. However, as illustrated in the hybrid vehicle 320 of the modified example of FIG. 5, a motor MG is attached to the drive shaft 36 connected to the drive wheels 38a and 38b via the transmission 330, and a clutch 329 is attached to the rotation shaft of the motor MG. The power from the engine 22 is output to the drive shaft 36 via the rotation shaft of the motor MG and the transmission 330, and the power from the motor MG is output to the drive shaft via the transmission 330. It is good also as what outputs to. Alternatively, as exemplified in the hybrid vehicle 420 of the modified example of FIG. 6, the power from the engine 22 is output to the drive shaft 36 connected to the drive wheels 38a and 38b via the transmission 430 and the power from the motor MG. May be output to an axle different from the axle to which the drive wheels 38a, 38b are connected (the axle connected to the wheels 39a, 39b in FIG. 6). In other words, any type of hybrid vehicle may be used as long as it includes an engine and an electric motor that outputs driving power.

  In the embodiments, the present invention has been described as the form of the hybrid vehicle 20, but may be a form of a vehicle other than the automobile or a form of a vehicle control method.

  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 the “internal combustion engine”, the motor MG2 corresponds to the “electric motor”, and the required torque Tr * to be output to the drive shaft 36 is calculated based on the accelerator opening Acc and the vehicle speed V. The HVECU 70 that sets the torque command Tm2 * of the motor MG2 so that the required power corresponding to the required torque Tr * is output to the drive shaft 36 corresponds to the “required torque setting means” and executes the motor control routine of FIG. The motor ECU 40 is equivalent to “motor control means”.

  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. Therefore, the elements of the invention described in the column of means for solving the problems are not limited. 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.

  As mentioned above, although the form for implementing this invention was demonstrated using the Example, this invention is not limited at all to such an Example, In the range which does not deviate from the summary of this invention, it is with various forms. Of course, it can be implemented.

  The present invention can be used in the manufacturing industry of hybrid vehicles.

  20, 120, 220, 320, 420 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 30 planetary gear, 36 drive shaft, 37 differential gear, 38a, 38b drive wheel, 39a, 39b wheel, 40 motor Electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 52 electronic control unit for battery (battery ECU), 70 electronic control unit for hybrid (HVECU), 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, 2 0 the pair-rotor motor, 232 an inner rotor, 234 outer rotor, 329 clutches, 330 and 430 transmission, MG, MG1, MG2 motor.

Claims (1)

The vehicle is required for the driver's accelerator operation based on the control mode that is set out of a plurality of control modes in which the output of power is different from that of the internal combustion engine, the driving motor, and the driver's accelerator operation. Request torque setting means for setting the required motor torque to be output from the electric motor based on the set required vehicle torque, and for suppressing the set required motor torque and vehicle vibration. In a hybrid vehicle comprising: motor control means for controlling the electric motor so that the sum of the vibration damping torque and the torque is output from the electric motor;
The motor control means, when a mode having higher response to power output in the control mode is set and the accelerator is on, the motor request is output from the motor without outputting the damping torque. A hybrid vehicle characterized by being a means for controlling the electric motor to output torque.

Images