JP5673339B2 - Hybrid car - Google Patents

Description

  The present invention relates to a hybrid vehicle. More specifically, the present invention relates to an internal combustion engine, a generator capable of inputting and outputting power, a drive shaft connected to an axle, an output shaft of the internal combustion engine, and a rotation shaft of the generator. The present invention relates to a hybrid vehicle comprising a planetary gear mechanism to which two rotating elements are connected, an electric motor capable of inputting / outputting power to / from a drive shaft via the gear mechanism, and a secondary battery capable of exchanging electric power with the electric motor. .

  Conventionally, this type of hybrid vehicle includes an engine, a first motor (MG1), a drive shaft coupled to drive wheels, an engine crankshaft, and a power distribution and integration mechanism connected to the rotation shaft of the motor MG1. And a second motor (MG2) having a rotation shaft connected to the power distribution and integration mechanism via a reduction gear, and a battery for exchanging electric power with the motors MG1 and MG2, and a target engine power and fuel consumption priority operation line When normal control for controlling the engine and the motors MG1, MG2 is executed so that the required torque is output to the drive shaft within the range of battery input / output restriction while the engine is operated at the normal operation point based on the When abnormal noise generation conditions that can generate abnormal noise from the gear mechanism are not satisfied, normal control is executed, and when abnormal noise generation conditions are satisfied For the same required power, the required torque is driven within the battery input / output limit range while the engine is operated at the operating point based on the noise suppression operation line and target power, which tends to have a higher rotational speed than the fuel efficiency priority operation line. Has been proposed that controls the engine and the motors MG1, MG2 so that they are output to the output (see, for example, Patent Document 1). In this hybrid vehicle, the occurrence of abnormal noise in a gear mechanism such as a reduction gear is suppressed by executing the above-described control.

JP 2009-173125 A

  In such a hybrid vehicle, in consideration of engine responsiveness, it is replaced with a normal driving point based on the fuel consumption priority operation line and the target power, or a driving point based on the noise suppressing operation line and the target power (noise suppressing driving point). Thus, control is performed so that the engine is operated at an execution operation point as an operation point that moves following a normal operation point or an abnormal noise suppression operation point. In this case, when the abnormal sound generation condition is satisfied, if the execution operation point is set so as to move following the operation point moving from the normal operation point toward the abnormal noise suppression operation point, If the speed of the operation point for execution when the sound generation condition is satisfied from non-satisfied is larger than the number of rotations of the normal operation point at that time, it is for execution even after the condition for noise generation is satisfied from non-satisfied The operating point will move to the normal operating point side to some extent, and the time required for the execution operating point to move to the abnormal noise suppression operating point will become longer.

  The hybrid vehicle of the present invention mainly suppresses an increase in the time required for the movement when the execution operation point used for controlling the internal combustion engine is moved to an operation point where the torque of the motor is away from a value near zero. Objective.

  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
Planetary gear in which three rotating elements are connected to three axes of an internal combustion engine, a generator capable of inputting / outputting power, a drive shaft connected to an axle, an output shaft of the internal combustion engine, and a rotating shaft of the generator A hybrid vehicle comprising: a mechanism; an electric motor capable of inputting / outputting power to / from the drive shaft via a gear mechanism; and a secondary battery capable of exchanging electric power with the generator and the electric motor,
Requested torque setting means for setting a requested torque required for the drive shaft;
Requested power setting means for setting requested power to be output from the internal combustion engine based on the set requested torque;
The internal combustion engine at a first execution operation point that moves following a first constraint operation point obtained by applying the set required power to a first constraint imposed on the rotational speed and torque of the internal combustion engine. When the first control for controlling the internal combustion engine, the generator, and the electric motor is executed such that torque based on the set required torque is output to the drive shaft while the engine is operating, the torque of the electric motor has a value of 0. The first control is executed when a predetermined condition that falls within a predetermined range including is not satisfied, and when the predetermined condition is satisfied, the internal combustion engine tends to be at a higher rotational speed and lower torque than the first constraint. The internal combustion engine at a second execution operation point that moves following a second constraint operation point obtained by applying the set required power to a second constraint imposed on the engine speed and torque. There a control means for executing a second control for controlling the said internal combustion engine so that the torque based on the required torque which is the set while being operated is output to the drive shaft and the generator the motor,
With
When the control means shifts from the first control to the second control, the first constrained operation point at a predetermined time when the predetermined condition is satisfied from non-satisfied and the first execution operation at the predetermined time The above-mentioned setting is made while the internal combustion engine is operated at a transition execution operation point that moves following a target operation point at the time of transition that moves toward the second constrained operation point from the one with the larger number of revolutions. Means for executing transition control for controlling the internal combustion engine, the generator, and the electric motor so that a torque based on a required torque is output to the drive shaft;
This is the gist.

  In the hybrid vehicle of the present invention, the required power to be output from the internal combustion engine based on the required torque required for the drive shaft is applied to the first constraint imposed on the rotational speed and torque of the internal combustion engine. A first control that controls the internal combustion engine, the generator, and the electric motor so that torque based on the required torque is output to the drive shaft while the internal combustion engine is operated at the first execution operation point that moves following the one constraint operation point. Is executed, the first control is executed when the predetermined condition that the torque of the electric motor is within the predetermined range including the value 0 is not satisfied, and when the predetermined condition is satisfied, the higher rotation speed lower torque side than the first constraint The internal combustion engine at the second execution operation point that moves following the second constraint operation point obtained by applying the required power to the second constraint imposed on the rotational speed and torque of the internal combustion engine with a tendency to become When the second control for controlling the internal combustion engine, the generator, and the electric motor is executed so that the torque based on the required torque is output to the drive shaft while the engine is operated, the predetermined control is performed when the first control is shifted to the second control. The target operation at the time of transition that moves toward the second restricted operation point from the one with the larger number of rotations of the first restricted operation point at a predetermined time when the condition is satisfied and the first execution operation point at the prescribed time. Execute transition control that controls the internal combustion engine, generator, and motor so that torque based on the required torque is output to the drive shaft while the internal combustion engine is operating at the transition execution operation point that moves following the point . Since the second constrained operation point tends to be at a higher rotational speed and lower torque than the first constrained operation point, when shifting from the first control to the second control, the first constrained operation point at the predetermined time and the predetermined The internal combustion engine is operated at the transition execution operation point that moves following the transition target operation point that moves toward the second restricted operation point from the higher rotation speed of the first execution operation point at the time Compared to driving the internal combustion engine at the transition execution operation point that moves following the transition target operation point that moves from the first constraint operation point at the predetermined time toward the second constraint operation point. When the rotation speed of the first execution operation point at the predetermined time is larger than the rotation speed of the first restricted operation point at the predetermined time, it is necessary to move the operation point for transition execution to the second restricted operation point. It is possible to shorten the time. Here, the “predetermined range” may be an abnormal noise torque range that is defined as a range in which abnormal noise can occur in the gear mechanism. In addition, the “second constraint” is a constraint imposed on the rotational speed and torque of the internal combustion engine in order to suppress abnormal noise in the gear mechanism and tend to be at a higher rotational speed and lower torque than the first constraint. There can be.

  In such a hybrid vehicle of the present invention, the target driving point at the time of transition is the rotational speed that changes toward the rotational speed of the second constrained operating point within the range of the first change allowable value every predetermined time and the change. The operation point is composed of torque obtained by dividing the set required power by the number of rotations after, and the operation point for execution at the time of transition is within the range of the second allowable change value every predetermined time. In this case, the operation point is composed of the rotation speed that changes toward the rotation speed of the target operation point at the time of transition and the torque that is obtained by dividing the set required power by the rotation speed after the change. You can also.

  Further, in the hybrid vehicle of the present invention, the first constraint is a noise vibration region in which noise or vibration generated by operation of the internal combustion engine makes an occupant feel uncomfortable among efficient operation constraints for efficiently operating the internal combustion engine. The noise vibration suppression constraint in which the inner portion is changed to the higher rotation speed and lower torque side than the noise vibration region may be used.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. It is a flowchart which shows an example of the drive control routine performed by HVECU70 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 an example of the NV suppression operation line of the engine 22, and a mode that NV suppression rotation speed Netag1 and NV suppression torque Ttag1 are set. 4 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the number of rotations and torque in a rotating element of the power distribution and integration mechanism 30 when traveling while outputting power from the engine 22. FIG. It is explanatory drawing which shows an example of the abnormal noise suppression operation line of the engine 22, and a mode that the abnormal noise suppression rotation speed Nettag2 and the abnormal noise suppression torque Ttag2 are set. Description of an example of how the engine 22 has an NV suppression speed Nettag1, an abnormal noise suppression speed Nettag2, a target rotational speed Nech at the time of transition, an execution speed Ne *, and an actual speed (actual speed Ne). FIG.

  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 drawing, the hybrid vehicle 20 of the embodiment includes an engine 22 configured as an internal combustion engine that outputs power using gasoline, light oil, or the like as fuel, and an engine electronic control unit (hereinafter referred to as an engine ECU) that controls the drive of the engine 22. 24), a carrier 34 in which a plurality of pinion gears 33 are connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and a differential gear 62 and a gear mechanism 60 are connected to driving wheels 63a and 63b. A three-shaft type power distribution / integration mechanism 30 configured as a planetary gear mechanism by connecting the ring gear 32 to a ring gear shaft 32a serving as a drive shaft connected thereto, and a power distribution / integration configured as a known synchronous generator motor, for example. A motor MG1 having a rotor connected to the sun gear 31 of the mechanism 30; For example, a motor MG2 configured as a known synchronous generator motor and having a rotor connected to a ring gear shaft 32a as a drive shaft via a reduction gear 35, inverters 41 and 42 for driving the motors MG1 and MG2, and an inverter A motor electronic control unit (hereinafter referred to as a motor ECU) 40 that drives and controls the motors MG1 and MG2 by controlling the motors 41 and 42, and a motor MG1 configured as, for example, a lithium ion secondary battery via the inverters 41 and 42. , A battery 50 that exchanges power with MG2, a battery 50 that is configured as, for example, a lithium ion secondary battery and exchanges power with motors MG1 and MG2 via inverters 41 and 42, and a battery electronic control that manages battery 50 A unit (hereinafter referred to as a battery ECU) 52; The hybrid electronic control unit which controls the entire vehicle (hereinafter, referred to HVECU) includes a 70.

  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, for example, a water temperature sensor that detects the crank position θcr from the crank position sensor that detects the rotational position of the crankshaft 26 and the coolant temperature of the engine 22. From the cam position sensor for detecting the cooling water temperature Tw from the cylinder, the in-cylinder pressure Pin from the pressure sensor installed in the combustion chamber, the rotational position of the intake valve for intake and exhaust to the combustion chamber and the camshaft for opening and closing the exhaust valve Position θca, throttle position SP from a throttle valve position sensor for detecting the position of the throttle valve, intake air amount Qa from an air flow meter attached to the intake pipe, intake air temperature Ta from a temperature sensor also attached to the intake pipe, Installed in the exhaust system The air-fuel ratio AF from the air-fuel ratio sensor and the oxygen signal O2 from the oxygen sensor attached to the exhaust system are input via the input port, and the engine ECU 24 is for driving the engine 22. Various control signals, such as 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 opening / closing timing of the intake valve can be changed A control signal to the variable valve timing 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 26, 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 26.

  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 receives signals necessary for driving and controlling the motors MG1 and MG2, for example, rotational positions θm1 and θm2 from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and not shown. A phase current applied to the motors MG1 and MG2 detected by the current sensor is input via the input port, and the motor ECU 40 outputs a switching control signal to switching elements (not shown) of the inverters 41 and 42. It is output through the port. The motor ECU 40 is in communication with the HVECU 70, controls the driving of the motors MG1 and MG2 by a control signal from the HVECU 70, and outputs data related to the operating state of the motors MG1 and MG2 to the HVECU 70 as necessary. The motor ECU 40 calculates the rotational angular velocities ωm1, ωm2 and the rotational speeds Nm1, Nm2 of the motors MG1, MG2 based on the rotational positions θm1, θm2 of the rotors of the motors MG1, MG2 from the rotational position detection sensors 43, 44. Or the driving wheel rotational angular velocity ωb as the rotational angular velocity of the driving wheels 38a, 38b converted to the rotational shaft of the motor MG2 based on the rotational angular velocity ωm2 of the motor MG2. Note that the driving wheel rotation angular velocity ωb is discrete using a zero-order hold at a control sample time with respect to a control system design model of a two-inertia system obtained by limiting to the characteristics between the motor MG2 and the driving wheels 38a and 38b. The calculation can be performed using a model that has been made, or the wheel speed sensor can be attached to the drive wheels 38a and 38b and the calculation can be performed based on the signal from the wheel speed sensor.

  Although not shown, the battery ECU 52 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 battery ECU 52 receives signals necessary for managing the battery 50, for example, an inter-terminal voltage Vb 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 Ib from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor (not shown) attached to the battery 50, and the like are input. Send to. Further, in order to manage the battery 50, the battery ECU 52 is a power storage that is a ratio of the capacity of the electric power that can be discharged from the battery 50 at that time based on the integrated value of the charge / discharge current Ib detected by the current sensor. The ratio SOC is calculated, and 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 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.

  The HVECU 70 is configured as a microprocessor centered on the CPU 72, and includes a ROM 74 that stores a processing program, a RAM 76 that temporarily stores data, an input / output port, and a communication port in addition to the CPU 72. 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 degree 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. 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.

  In the hybrid vehicle 20 of the embodiment thus configured, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal by the driver. The engine 22, the motor MG1, and the motor MG2 are controlled so that the calculated power corresponding to the calculated torque Tr * is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is a power distribution integration mechanism. 30, a torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the required power and the power required for charging and discharging the battery 50 The engine 22 is operated and controlled so that the power corresponding to the sum is output from the engine 22, and all or a part of the power output from the engine 22 with charge / discharge of the battery 50 is the power distribution integration mechanism 30 and the motor MG1. The required power with the torque conversion by the motor MG2 and the ring gear shaft A charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled so as to be output to 2a, and a motor operation in which the operation of the engine 22 is stopped and power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. There are modes. The torque conversion operation mode and the charge / discharge operation mode are modes for controlling the engine 22, the motor MG1, and the motor MG2 so that the required power is output to the ring gear shaft 32a with the operation of the engine 22. Since there is no substantial difference in control, both are hereinafter referred to as the engine operation mode.

  Next, the operation of the thus configured hybrid vehicle 20 of the embodiment will be described. FIG. 2 is a flowchart illustrating an example of a drive control routine executed by the HVECU 70 of the embodiment. This routine is repeatedly executed every predetermined time (for example, every several msec).

  When the drive control routine is executed, first, the CPU 72 of the HVECU 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, and the rotational speeds of the motors MG1 and MG2. A process of inputting data necessary for control, such as Nm1, Nm2, and input / output limits Win and Wout of the battery 50, is executed (step S100). Here, the rotational speeds Nm1, Nm2 of the motors MG1, MG2 are calculated from the motor ECU 40 based on the rotational positions θm1, θm2 of the rotors of the motors MG1, MG2 detected by the rotational position detection sensors 43, 44. The input was made by communication. Further, the input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 and the storage ratio SOC of the battery 50 and are input from the battery ECU 52 by communication.

  When the data is input in this way, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft is set based on the input accelerator opening Acc and the vehicle speed V, and the engine 22 is set based on the set required torque Tr *. The required power Pe * as the power to be output from is calculated (step S110). Here, in the embodiment, the required torque Tr * is stored in the ROM 74 as a required torque setting map by predetermining the relationship among the accelerator opening Acc, the vehicle speed V, and the required torque Tr *. When the vehicle speed V is given, the corresponding required torque Tr * is derived and set from the stored map. An example of the required torque setting map is shown in FIG. Further, the required power Pe * is obtained by multiplying the required torque Tr * by the rotational speed Nr of the ring gear shaft 32a and obtained from the charge / discharge required power Pb * (discharged from the battery 50) based on the storage ratio SOC of the battery 50. (When positive value is subtracted), loss Loss can be added and calculated. Here, the rotational speed Nr of the ring gear shaft 32a can be obtained by dividing the rotational speed Nm2 of the motor MG2 by the gear ratio Gr of the reduction gear 35, or can be obtained by multiplying the vehicle speed V by a conversion factor.

  Subsequently, in an operation line for efficiently operating the engine 22 (hereinafter referred to as an efficiency priority operation line), a region in which noise and vibration generated by the operation of the engine 22 give a sense of incongruity to the occupant (a region of low rotation speed and high torque, The required power Pe * of the engine 22 is applied to an operation line (hereinafter referred to as an NV (noise vibration) suppression line) in which a portion within the noise vibration region is changed to a higher rotational speed and lower torque side than the noise vibration region. The NV suppression rotation speed Nettag1 and the NV suppression torque Ttag1 as the operation point of the engine 22 on the NV suppression operation line (hereinafter referred to as the NV suppression operation point) are set (step S120). FIG. 4 shows an example of the NV suppression operation line of the engine 22 and how the NV suppression rotational speed Netag1 and the NV suppression torque Ttag1 are set. As shown in the figure, the noise vibration region is set as a region of low rotational speed and high torque. In addition, as shown in the figure, the NV suppression operation line is an efficiency priority operation line (a portion of a two-dot chain line that smoothly connects the NV suppression operation line except for the portion along the outer edge of the noise vibration region of the NV suppression operation line. The two-dot chain line portion in the noise vibration region is set to have been changed from the noise vibration region to the high rotation speed and low torque side. As shown in the figure, the NV suppression rotational speed Netag1 and the NV suppression torque Tetag1 can be obtained by the intersection of the NV suppression operation line and a curve with a constant required power Pe * (= Netag1 · Ttag1).

  Then, according to the following equation (1), a value obtained by adding a predetermined value α to the execution speed of the engine 22 (previous Ne *) set at the previous execution of this routine for the set NV suppression rotational speed Netag1 (previous Ne * + Α) and a value obtained by subtracting a predetermined value α from the previous execution speed (previous Ne *) (previous Ne * -α), and setting the execution speed Ne * for the engine 22 and setting the execution speed The execution torque Te * of the engine 22 is calculated by dividing the required power Pe * of the engine 22 by the rotational speed Ne * (step S130). Here, the predetermined value α determines an allowable change value (rate value) at the execution interval of this routine of the engine speed Ne * for execution of the engine 22. It can be determined by analysis. Hereinafter, an operation point composed of the execution speed Ne * and the execution torque Te * of the engine 22 is referred to as an execution operation point.

  Ne * = max (min (Netag1, previous Ne * + α), previous Ne * -α) (1)

  Subsequently, using the rotational speed Ne * for the engine 22, the rotational speed Nm 2 of the motor MG 2, the gear ratio ρ of the power distribution and integration mechanism 30, and the gear ratio Gr of the reduction gear 35, The target rotational speed Nm1 * is calculated, and the calculated target rotational speed Nm1 * of the motor MG1, the input rotational speed Nm1 of the motor MG1, the execution torque Te * of the engine 22, and the gear ratio ρ of the power distribution and integration mechanism 30 are used. Then, a torque command Tm1 * as a torque to be output from the motor MG1 is calculated according to equation (3) (step S140). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 5 shows an example of a collinear diagram showing the dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30 when traveling while outputting power from the engine 22. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 (ring gear shaft 32a), which is the rotational speed obtained by dividing the number Nm2 by the gear ratio Gr of the reduction gear 35, is shown. The two thick arrows on the R axis are the torque (−Tm1 / ρ) output from the motor MG1 and acting on the ring gear shaft 32a via the power distribution and integration mechanism 30, and the reduction gear 35 output from the motor MG2. And the torque (Tm2 / Gr) acting on the ring gear shaft 32a via. Equation (2) can be easily derived by using this alignment chart. Expression (3) is a relational expression for feedback control for setting the rotation speed Nm1 of the motor MG1 to the target rotation speed Nm1 * (so that the rotation speed Ne of the engine 22 becomes the execution rotation speed Ne *). In Equation (3), “k1” in the second term on the right side is the gain of the proportional term, and “k2” in the third term on the right side is the gain of the integral term.

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

  Then, by adding the torque command Tm1 * of the motor MG1 divided by the gear ratio ρ of the power distribution and integration mechanism 30 to the required torque Tr * by the following equation (4), and further dividing by the gear ratio Gr of the reduction gear 35 Temporary torque Tm2tmp as a temporary value of torque to be output from MG2 is calculated (step S150), and input / output limits Win and Wout of battery 50 and torque command Tm1 * of motor MG1 are calculated by equations (5) and (6). The torque limit Tm2min as the upper and lower limits of the torque that may be output from the motor MG2 by dividing the difference from the power consumption (generated power) of the motor MG1 obtained by multiplying the rotation speed Nm1 by the rotation speed Nm2 of the motor MG2 Tm2max is calculated (step S160), and the temporary torque Tm2tmp is controlled by the torque limits Tm2min and Tm2max according to equation (7). Setting the torque command Tm2 * as a torque to be output from the motor MG2 to (step S170). Here, Equation (4) can be easily derived from the alignment chart of FIG.

Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (4)
Tm2min = (Win-Tm1 * ・ Nm1) / Nm2 (5)
Tm2max = (Wout-Tm1 * ・ Nm1) / Nm2 (6)
Tm2 * = max (min (Tm2tmp, Tm2max), Tm2min) (7)

  Next, torque command Tm2 * of motor MG2 is compared with threshold value Tref and threshold value (−Tref) (step S180). Here, the threshold value Tref and the threshold value (−Tref) are determined as an upper limit and a lower limit of an abnormal noise torque range in which abnormal noise due to gearing can occur in the reduction gear 35 or the like, and the threshold value Tref is, for example, 2Nm or 3Nm. , 5 Nm, etc. can be used. When the torque output from the motor MG2 changes in the vicinity of the value 0 (the motor MG2 is continuously driven with the torque in the vicinity of the value 0), the torque output from the motor MG2 due to a slight change in the accelerator opening Acc. May invert across the value 0 and cause noise due to gearing in the reduction gear 35 or the like. The process of step S180 is performed so that the engine 22 and the motors MG1, MG2 are output so that torque based on the required torque Tr * is output to the ring gear shaft 32a while the engine 22 is operated at the execution operation point that moves following the NV suppression operation point. Is controlled to determine whether or not an abnormal noise condition that can cause abnormal noise due to gearing in the reduction gear 35 or the like is satisfied.

  When the torque command Tm2 * of the motor MG2 is smaller than the threshold value (-Tref) or larger than the threshold value Tref, it is determined that the abnormal noise condition is not satisfied, and the engine speed 22 for execution Ne * and the torque Te * for execution are determined. Are transmitted to the engine ECU 24, torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S290), and this routine is terminated. The engine ECU 24 that has received the execution speed Ne * and the execution torque Te * of the engine 22 is operated so that the engine 22 is operated at an execution operation point including the execution speed Ne * and the execution torque Te *. In addition, control such as intake air amount control, fuel injection control, and ignition control in the engine 22 is performed. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 controls 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 *. Switching control of the switching element is performed. By such control, when the abnormal noise condition is not established, the operation point for execution (execution speed Ne *, for execution) that moves following the NV suppression operation point (NV suppression rotation speed Netag1, NV suppression torque Ttag1). The engine 22 and the motors MG1, MG2 are controlled so that the torque based on the required torque Tr * is output to the ring gear shaft 32a while the engine 22 is operated with the torque Te *).

  On the other hand, when the torque command Tm2 * of the motor MG2 is greater than or equal to the threshold value (−Tref) and less than or equal to the threshold value Tref, it is determined that the abnormal noise condition is satisfied, and the abnormal noise caused by the rattling of the reduction gear 35 or the like is suppressed. The engine on the abnormal noise suppression operation line by applying the required power Pe * of the engine 22 to an operation line (hereinafter referred to as an abnormal noise suppression operation line) in which a part of the NV suppression operation line is changed to the high rotation speed and low torque side. An abnormal noise suppression rotational speed Netag2 and an abnormal noise suppression torque Ttag2 as 22 operation points (hereinafter referred to as an abnormal noise suppression operation point) are set (step S190). An example of the abnormal noise suppression operation line of the engine 22 and how the abnormal noise suppression rotational speed Netag2 and the abnormal noise suppression torque Ttag2 are set are shown in FIG. In FIG. 6, the NV suppression operation line is also shown by a one-dot chain line for reference. As shown in the figure, the noise suppression operation line is set so that the rotation speed Ne tends to be larger than the NV suppression operation line for the same required power Pe * in the region where the rotation speed Ne is less than the predetermined rotation speed Neref. In the region where the number Ne is equal to or greater than the predetermined rotational speed Neref, the same number as the efficiency priority operation line is set. This is due to the following reason. In a region where the rotational speed Ne is less than the predetermined rotational speed Neref, the rotational speed of the engine 22 is increased and the torque is decreased, and the engine 22 is transmitted from the engine 22 to the reduction gear 35 via the power distribution and integration mechanism 30 and the ring gear shaft 32a. This is because the torque fluctuation is suppressed, and even when the reduction gear 35 generates gear rattle due to the fluctuation of the torque output from the motor MG2. In the region where the rotational speed Ne is equal to or higher than the predetermined rotational speed Neref, since the required torque Tr * and the required power Pe * are normally relatively large when the operating point of the engine 22 is set in this region, the motor MG2 This is because there is a low possibility that the output torque will be within the abnormal noise torque range, and it is considered that there is a low possibility that abnormal noise due to rattling will occur in the reduction gear 35 or the like. Although the details will be described later, when the abnormal noise condition continues, the operation point for execution (execution) that moves following the abnormal noise suppression operation point (the abnormal noise suppression rotation speed Netag2, the abnormal noise suppression torque Ttag2) is executed. The engine 22 and the motors MG1 and MG2 are controlled so that torque based on the required torque Tr * is output to the ring gear shaft 32a while the engine 22 is operated at the rotational speed Ne * and the execution torque Te *.

  Next, the value 0 is set as an initial value when the abnormal sound condition is satisfied from the non-established condition, and the transition target operation point to be described later is moved to the abnormal noise suppression operation point (the target rotational speed Nech at the transition time). When the movement to the abnormal noise suppression rotation speed Netag2) is completed, the value of the transition completion flag F that is set to 1 is checked (step S200). Hereinafter, for convenience of explanation, the case where the transition completion flag F is a value 1 will be described first, and then the case where the transition completion flag F is a value 0 will be described.

  When the transition completion flag F is a value 1, the abnormal noise suppression rotational speed Netag2 is set to a value (previous Ne * + α), (previous Ne *) by replacing “Netag1” on the right side of the above-described equation (1) with “Netag2”. * -Α), the engine speed 22 for execution of the engine 22 is reset, and the required power Pe * of the engine 22 is divided by the set speed of execution Ne * for the engine 22 to execute the torque Te *. Is recalculated (step S270), the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are reset by the same processing as the processing of the above-described steps S140 to S170 (step S280), and the engine 22 rotational speed for execution is set. Ne *, execution torque Te *, and torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the engine ECU 24 and the motor ECU 40 (scheduled). (Step S290), this routine is terminated. In this case, the engine 22 is operated at an execution operating point (execution speed Ne *, execution torque Te *) that moves following the abnormal noise suppression operation point (abnormal noise suppression rotation speed Tagag2, abnormal noise suppression torque Ttag2). The engine 22 and the motors MG1, MG2 are controlled so that torque based on the required torque Tr * is output to the ring gear shaft 32a while being operated.

  On the other hand, when the transition completion flag F is 0, the previous torque command (previous Tm2 *) of the motor MG2 is compared with the threshold value Tref and the threshold value (−Tref) (step S210). This process is a process for determining whether or not the abnormal sound condition is satisfied from non-established. When the previous torque command (previous Tm2 *) of the motor MG2 is less than the threshold value (−Tref) or larger than the threshold value Tref, it is determined that the abnormal sound condition is not established and established, and the NV suppression rotational speed is determined. The larger one of Netag1 and execution speed Ne * based on NV suppression speed Netag1 (execution speed Ne * set in step S130) is set as the target speed Nech at the time of transition of engine 22 and the set transition The target torque Pech is set by dividing the required power Pe * by the target rotational speed Nech (step S220), and the transition is made by replacing “Netag1” on the right side of the above equation (1) with “Nech”. The target engine speed Nech is limited by the value (previous Ne * + α) and (previous Ne * -α), and the engine speed 22 for execution of the engine 22 is reset. Then, the execution torque Te * of the engine 22 is recalculated by dividing the required power Pe * of the engine 22 by the execution speed Ne * that has been set (step S260), and the same processing as in the above-described steps S140 to S170. The torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are reset by the processing of (Step S280), the engine speed for executing the engine 22 Ne *, the torque for execution Te *, the torque commands Tm1 * of the motors MG1 and MG2, Tm2 * is transmitted to the engine ECU 24 and the motor ECU 40 (step S290), and this routine ends. Hereinafter, an operation point composed of the target rotation speed Nech at the time of transition and the target torque Tech at the time of transition is referred to as a target operation point at the time of transition. Further, the process of step S220 is a process of setting the initial value of the transition target operation point when moving the transition target operation point toward the abnormal noise suppression operation point, specifically, the NV suppression rotational speed Netag1 is When the engine speed Ne * is equal to or higher than the value, the NV suppression operation point (NV suppression speed Netag1, NV suppression torque Ttag1) is set as an initial value. When the execution speed Ne * is greater than the NV suppression speed Nettag1, the operation for execution is performed. This is a process for setting a point (execution speed Ne *, execution torque Te *) as an initial value.

  In step S210, when the previous torque command (previous Tm2 *) of the motor MG2 is not less than the threshold value (−Tref) and not more than the threshold value Tref, it is not when the abnormal sound condition is not satisfied (the establishment of the abnormal sound condition is continued). The abnormal noise suppression rotational speed Nettag2 is obtained by adding the predetermined value β to the previous transition target rotational speed (previous Nech) (previous Nech + β) and the previous transition according to the following equation (8): The target rotational speed Nech is set by setting the target rotational speed Nech at the time of transition of the engine 22 by limiting the target rotational speed (previous Nech) by a value (previous Nech-β) obtained by subtracting the predetermined value β, and the required power Pe at the set target rotational speed Nech at the transition The target torque Tech at the time of transition of the engine 22 is set excluding * (step S230), and the set target rotational speed Nech at the transition and the noise suppression rotational speed Nettag2 are compared. (Step S240), when the transition target rotational speed Nech and the abnormal noise suppression rotational speed Nettag2 do not match, it is determined that the transition of the transition target operation point to the abnormal noise suppression operational point is not completed, and the transition Without setting the value 1 to the completion flag F, the target rotational speed Nech at the time of transition is limited by the value (previous Ne * + α) and (previous Ne * −α), and the engine rotational speed Ne * is reset. At the same time, the required torque Pe * of the engine 22 is divided by the set execution speed Ne * to recalculate the execution torque Te * of the engine 22 (step S260), which is the same as the processing of steps S140 to S170 described above. The torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are reset by the processing (step S280), and the engine rotation speed Ne * and the execution torque Te *, The torque command Tm1 * of over motor MG1, MG2, and sends the Tm2 * to the engine ECU24 and the motor ECU 40 (step S290), and terminates this routine. Here, the allowable change value β determines an allowable change value (rate value) at the execution interval of this routine of the target rotational speed Nech at the time of transition of the engine 22, and an experiment is performed in consideration of the responsiveness of the engine 22 and the like. Or by analysis. In this way, when the abnormal noise condition continues to be established, the transition target operation point is gradually brought closer to the abnormal noise suppression operation point (the transition target rotational speed Nech is made closer to the abnormal noise suppression rotational speed Netag2). ) And the operation point for execution is moved following the target operation point at the time of transition.

  Nech = max (min (Netag2, previous Nech + β), previous Nech-β) (8)

  If it is determined in step S240 that the transition target rotational speed Nech and the abnormal noise suppression rotational speed Netag2 match, it is determined that the abnormal noise suppression operation point of the transition target operation point is completed, and the transition is completed. A value 1 is set in the flag F (step S270), the target rotational speed Nech at the time of transition is limited by the value (previous Ne * + α) and (previous Ne * −α), and the engine speed 22 for execution Ne * is restarted. The execution torque Te * of the engine 22 is recalculated by dividing the required power Pe * of the engine 22 by the set execution speed Ne * (step S260), and the same processing as in the above-described steps S140 to S170. The torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are reset by the process (step S280), and the engine speed 22 for execution Ne * and the execution torque are reset. Te *, torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the engine ECU 24 and the motor ECU 40 (step S290), and this routine ends. When the transition completion flag F is set to 1 in this way, if the abnormal sound condition continues to be established, it is determined that the transition completion flag F is the value 1 in step S200 from the next time, and the abnormal noise suppression operation is performed. The operation point for execution is set so as to move following the point.

  FIG. 7 shows how the engine 22 has an NV suppression rotational speed Netag1, an abnormal noise suppression rotational speed Netag2, a transition target rotational speed Nech, an execution rotational speed Ne *, and an actual rotational speed (actual rotational speed Ne). It is explanatory drawing which shows an example. In the figure, the second stage is when the larger one of the NV suppression rotational speed Netag1 and the execution rotational speed Ne * based on the NV suppression rotational speed Netag1 is shifted at the time t1 when the abnormal sound condition is satisfied from non-satisfied. The state of the embodiment in which the initial value of the target rotational speed Nech is used is shown, and the third stage shows the state of a comparative example in which the NV suppression rotational speed Nettag1 is set as the initial value of the target rotational speed Nech at the transition at time t1. Further, as described above, the execution rotational speed Ne * is set to move following the NV suppression rotational speed Netag1 when the abnormal sound condition is not satisfied, and when the abnormal sound condition is satisfied, It is set to move following the transition target rotational speed Nech until the transition target rotational speed Nech reaches the abnormal noise suppression rotational speed Netag2 and the transitional target rotational speed Nech reaches the abnormal noise suppression rotational speed Netag2. After that, it is set so as to move following the abnormal noise suppression rotational speed Netag2. As shown in the comparative example of the third stage in the figure, at time t1, the NV suppression rotational speed Netag1 is set as the initial value of the transitional target rotational speed Nech, and then the transitional target rotational speed Nech is directed to the abnormal noise suppression rotational speed Netag2. If the engine speed is changed, the execution speed Ne * decreases (changes to the NV suppression speed Netag1 side) while the execution speed Ne * is greater than the transition target speed Nech. In some cases, the time required for Ne * to reach the abnormal noise suppression rotational speed Netag2 becomes longer and the amount of decrease in the actual rotational speed (actual Ne) becomes relatively large. On the other hand, as shown in the second embodiment in the figure, at the time t1, the larger one of the NV suppression rotational speed Netag1 and the execution rotational speed Ne * based on the NV suppression rotational speed Netag1 is set as the target rotational speed for transition. When the target rotational speed Nech at the time of transition is subsequently changed toward the abnormal noise suppression rotational speed Netag2 as an initial value of the number Nech, a comparison example is obtained when the execution rotational speed Ne * is greater than the NV suppression rotational speed Netag1 at time t1. As compared with, the time required for the execution rotational speed Ne * to reach the abnormal noise suppression rotational speed Nettag2 can be shortened, and the amount of decrease in the actual rotational speed (actual Ne) can be suppressed.

  According to the hybrid vehicle 20 of the embodiment described above, it follows the NV suppression operation point (NV suppression rotational speed Netag1, NV suppression torque Ttag1) obtained using the required power Pe * of the engine 22 and the NV suppression operation line. The execution operating point (execution speed Ne *, execution torque Te *) is set so as to move, and the torque based on the required torque Tr * is applied to the ring gear shaft 32a while the engine 22 is operated at the execution operation point. When the abnormal sound condition that can cause abnormal noise due to rattling is established in the reduction gear 35 or the like when the engine 22 and the motors MG1 and MG2 are controlled so as to be output, The required power Pe * and noise suppression from the higher of the NV suppression operation point and the execution operation point Transition target operation point (transition target rotational speed Nech, transition target torque Tech) that moves toward the abnormal noise suppression operation point (abnormal noise suppression rotation speed Nettag2, abnormal noise suppression torque Ttag2) obtained using the operation line The engine 22 and the motor MG1, so that a torque based on the required torque Tr * is output to the ring gear shaft 32a while the engine 22 is operated at the execution operation point. Since MG2 is controlled, it moves from the NV suppression operation point toward the noise suppression operation point regardless of the positional relationship between the NV suppression operation point and the execution operation point when the abnormal noise condition is satisfied from non-establishment. Compared to the case where the operation point for execution is set to move following the target operation point at the time of transition. When the execution speed Ne * is larger than the NV suppression rotational speed Netag1 when the condition is satisfied from non-satisfied, the time required for the execution operating point to move to the abnormal noise suppression operating point can be shortened. . As a result, fluctuations in the rotational speed Ne of the engine 22 during this transition can be suppressed.

  In the hybrid vehicle 20 of the embodiment, when the target driving point at the time of transition is moved toward the abnormal noise suppression operating point, the abnormal noise suppression rotational speed Netag2 is set to the previous target rotational speed at the time of transition as shown in the above equation (8). The engine 22 is limited by a value obtained by adding a predetermined value β to the number (previous Nech) (previous Nech + β) and a value obtained by subtracting the predetermined value β from the previous target rotation speed (previous Nech) (previous Nech−β). The transition target rotational speed Nech is set. The following equation is obtained by using the previous transition target rotational speed (previous Nech) and the noise suppression rotational speed Netag2 and the constant τ1 (0 <τ1 <1). The target rotational speed Nech at the time of transition may be set by (9). In this case, whether or not the movement of the transition target operation point to the noise suppression operation point (movement of the transition target rotation speed Nech to the noise suppression rotation speed Netag2) is completed is, for example, the transition target It may be performed depending on whether or not the difference between the rotational speed Nech and the abnormal noise suppression rotational speed Netag2 has reached a predetermined value ΔNref or less.

  Nech = (1-τ1) ・ Netag2 + τ1 ・ Previous Nech (9)

  In the hybrid vehicle 20 of the embodiment, when setting the operation point for execution, any one of the NV suppression rotational speed Netag1, the abnormal noise suppression rotational speed Netag2, and the transition target rotational speed Nech is set to the previous execution rotational speed (previous Ne * ) And a value obtained by adding a predetermined value α (previous Ne * + α) and a value obtained by subtracting the predetermined value α from the previous execution speed (previous Ne *) (previous Ne * −α), and executing the engine 22 Although the engine speed Ne * is set and the execution power Te * of the engine 22 is divided by the set execution speed Ne * to calculate the execution torque Te * of the engine 22, the NV suppression speed Nettag1 , Abnormal noise suppression rotation speed Netag2, transition target rotation speed Nech and the previous execution speed (previous Ne *) and the smoothing constant τ2 are used to set the execution speed Ne *. The execution torque Te * of the engine 22 may be calculated by dividing the required power Pe * of the engine 22 by the execution speed Ne * set to. For example, when the execution speed Ne * is calculated using the NV suppression speed Nettag1 and the previous execution speed (previous Ne *) and the tempering constant τ2, the calculation may be performed according to the following equation (10). Good.

  Ne * = (1-τ2) ・ Netag1 + τ2 ・ Previous Ne * (10)

  In the hybrid vehicle 20 of the embodiment, the execution operation point is set so as to move following the NV suppression operation point obtained by using the required power Pe * of the engine 22 and the NV suppression operation line, and the execution operation point. When the engine 22 and the motors MG1 and MG2 are controlled so that torque based on the required torque Tr * is output to the ring gear shaft 32a while the engine 22 is being operated, noise can be generated due to rattling by the reduction gear 35 or the like. Although the engine 22 is controlled to operate at the abnormal noise suppression operation point obtained using the required power Pe * and the abnormal noise suppression operation line, the required power Pe of the engine 22 is used instead of the NV suppression operation line. * And efficiency priority operation line (except for the portion along the outer edge of the noise vibration area of the NV suppression operation line in FIG. The operation point for execution is set so as to move following the operation point obtained using the two-dot chain line portion that smoothly connects the V suppression operation line), and the engine 22 is operated at the operation point for execution. When the engine 22 and the motors MG1 and MG2 are controlled so that torque based on the required torque Tr * is output to the ring gear shaft 32a while being operated, the required power Pe * is generated when noise can be generated by the reduction gear 35 or the like. The engine 22 may be controlled to operate at an abnormal noise suppression operation point obtained by using the noise suppression operation line.

  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 and integration mechanism 30 corresponds to a “planetary gear mechanism”, and the motor MG2 corresponds to a “motor”. The battery 50 corresponds to the “secondary battery”, and sets the required torque Tr * required for the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V. The HVECU 70 that executes the processing of S110 corresponds to “required torque setting means”. The charging of the battery 50 obtained from the required torque Tr * multiplied by the rotational speed Nr of the ring gear shaft 32a based on the storage ratio SOC of the battery 50 is obtained. Step S of the drive control routine of FIG. 2 for calculating the required power Pe * of the engine 22 by subtracting the required discharge power Pb * and further adding the loss Loss. The HVECU 70 that executes the processing of 10 corresponds to “required power setting means”, and the NV suppression operation point (NV suppression rotation speed Netag1, NV suppression torque obtained using the required power Pe * of the engine 22 and the NV suppression operation line) The execution speed Ne * and the execution torque Te * of the engine 22 and the motor are output so that torque based on the required torque Tr * is output to the ring gear shaft 32a while the engine 22 is operated at an operation point that moves following Tetag1). When the torque commands Tm1 * and Tm2 * of MG1 and MG2 are set and the engine 22 and the motors MG1 and MG2 are controlled, an abnormal condition is established in which an abnormal noise due to rattling can be generated in the reduction gear 35 or the like. NV suppression operation point and execution operation point when sound condition is satisfied from non-establishment Transitional target operation that moves toward the abnormal noise suppression operation point (abnormal noise suppression rotation speed Netag2, abnormal noise suppression torque Ttag2) obtained from the larger number of rotations using the required power Pe * and the abnormal noise suppression operation line Execution of the engine 22 so that torque based on the required torque Tr * is output to the ring gear shaft 32a while the engine 22 is operated at an operation point that moves following the points (target rotational speed Nech at transition, target torque Tech at transition). 2 is executed after step S120 of the drive control routine of FIG. 2 is set and transmitted to the engine ECU 24 and the motor ECU 40 by setting the rotational speed Ne *, the execution torque Te *, and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2. Based on the HVECU 70 to be executed, the execution speed Ne * and the execution torque Te * received. The engine ECU 24 that controls the engine 22 and the motor ECU 40 that controls the motors MG1 and MG2 based on the received torque commands Tm1 * and Tm2 * correspond to “control means”.

  Here, the “internal combustion engine” is not limited to the engine 22 configured as an internal combustion engine that outputs power using gasoline or light oil as a fuel, and may be any type of internal combustion engine such as a hydrogen engine. I do not care. 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 “planetary gear mechanism” is not limited to the three-shaft type power distribution and integration mechanism 30 configured as a planetary gear mechanism, but a drive shaft connected to an axle, an output shaft of an internal combustion engine, and rotation of a generator. As long as three rotating elements are connected to the three axes of the shaft, any configuration may be used. The “motor” is not limited to the motor MG2 configured as a synchronous generator motor and having a rotor connected to a ring gear shaft 32a as a drive shaft via a reduction gear 35, but via a gear mechanism such as an induction motor. Any type of electric motor may be used as long as it can input and output power to the drive shaft. The “secondary battery” is not limited to the battery 50 configured as a lithium ion secondary battery, but includes a generator, an electric motor and electric power such as a nickel hydride secondary battery, a nickel cadmium secondary battery, and a lead storage battery. Any type of secondary battery may be used as long as exchange is possible. The “required torque 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. As long as the required torque required for the drive shaft is set, any method may be used. As the “required power setting means”, the charge / discharge required power Pb * of the battery 50 obtained based on the storage ratio SOC of the battery 50 is subtracted from the product of the required torque Tr * and the rotation speed Nr of the ring gear shaft 32a. The present invention is not limited to the calculation of the required power Pe * of the engine 22 by adding the loss Loss, and any value may be used as long as the required power to be output from the internal combustion engine is set based on the required torque. . The “control means” is not limited to the combination of the HVECU 70, the engine ECU 24, and the motor ECU 40, and may be configured by a single electronic control unit. Further, the “control means” moves so as to follow the NV suppression operation point (NV suppression rotation speed Nettag1, NV suppression torque Ttag1) obtained using the required power Pe * of the engine 22 and the NV suppression operation line. An execution operation point (execution speed Ne *, execution torque Te *) is set, and the torque based on the required torque Tr * is output to the ring gear shaft 32a while the engine 22 is operated at the execution operation point. When an abnormal noise condition that can cause abnormal noise due to rattling is generated in the reduction gear 35 or the like when the engine 22 and the motors MG1 and MG2 are controlled, the NV suppression operation when the abnormal noise condition is not satisfied and is satisfied. Obtained using the required power Pe * and the noise suppression operation line from the point with the larger number of revolutions of the point and the operation point for execution Moving toward the target operating point at transition (target rotational speed Nech at transition, target torque Tech at transition) moving toward the abnormal noise suppressing operating point (abnormal noise suppressing rotational speed Nettag2, abnormal noise suppressing torque Ttag2) In order to control the engine 22 and the motors MG1, MG2 so that torque based on the required torque Tr * is output to the ring gear shaft 32a while the engine 22 is operated at the execution operation point. The first power obtained by applying the required power to be output from the internal combustion engine based on the required torque required for the drive shaft to the first constraint imposed on the rotational speed and torque of the internal combustion engine is not limited. Torque based on the required torque is driven while the internal combustion engine is operated at the first execution operation point that moves following the restricted operation point. When the first control for controlling the internal combustion engine, the generator, and the motor so as to be output to the shaft is executed, the first control is executed when the predetermined condition that the torque of the motor is within a predetermined range including the value 0 is not satisfied. The second power obtained by applying the required power to the second constraint imposed on the engine speed and the torque of the internal combustion engine in a tendency to become a higher rotational speed and lower torque than the first constraint when the predetermined condition is satisfied. 2nd control which controls an internal combustion engine, a generator, and an electric motor so that the torque based on a demand torque may be output to a drive shaft, while an internal combustion engine is operated with the 2nd execution operation point which moves following 2 restriction operation points When the process shifts from the first control to the second control, rotation is performed between the first restricted operation point at a predetermined time when the predetermined condition is satisfied from the non-establishment and the first execution operation point at the predetermined time. Large number The internal combustion engine is driven at the transition execution operation point that moves following the target operation point at the transition that moves from the direction toward the second restricted operation point, and the internal combustion engine is operated so that torque based on the required torque is output to the drive shaft. As long as the control at the time of transition which controls an engine, a generator, and an electric motor is performed, it does not matter.

  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 hybrid vehicle, 22 engine, 24 engine electronic control unit (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, 35 reduction gear 40, motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51 temperature sensor, 52 battery electronic control unit (battery ECU), 54 power line, 60 gear mechanism , 62 Differential gear, 63a, 63b Drive wheel 70 Hybrid electronic control unit (HVECU), 72 CPU, 74 ROM, 76 RAM, 80 Ignition switch, 81 Shift lever, 8 Shift position sensor, 83 accelerator pedal, 84 an accelerator pedal position sensor, 85 brake pedal, 86 a brake pedal position sensor, 88 vehicle speed sensor, MG1, MG2 motor.

Claims (3)

Planetary gear in which three rotating elements are connected to three axes of an internal combustion engine, a generator capable of inputting / outputting power, a drive shaft connected to an axle, an output shaft of the internal combustion engine, and a rotating shaft of the generator A hybrid vehicle comprising: a mechanism; an electric motor capable of inputting / outputting power to / from the drive shaft via a gear mechanism; and a secondary battery capable of exchanging electric power with the generator and the electric motor,
Requested torque setting means for setting a requested torque required for the drive shaft;
Requested power setting means for setting requested power to be output from the internal combustion engine based on the set requested torque;
The internal combustion engine at a first execution operation point that moves following a first constraint operation point obtained by applying the set required power to a first constraint imposed on the rotational speed and torque of the internal combustion engine. When the first control for controlling the internal combustion engine, the generator, and the electric motor is executed such that torque based on the set required torque is output to the drive shaft while the engine is operating, the torque of the electric motor has a value of 0. The first control is executed when a predetermined condition that falls within a predetermined range including is not satisfied, and when the predetermined condition is satisfied, the internal combustion engine tends to be at a higher rotational speed and lower torque than the first constraint. The internal combustion engine at a second execution operation point that moves following a second constraint operation point obtained by applying the set required power to a second constraint imposed on the engine speed and torque. There a control means for executing a second control for controlling the said internal combustion engine so that the torque based on the required torque which is the set while being operated is output to the drive shaft and the generator the motor,
With
When the control means shifts from the first control to the second control, the first constrained operation point at a predetermined time when the predetermined condition is satisfied from non-satisfied and the first execution operation at the predetermined time The above-mentioned setting is made while the internal combustion engine is operated at a transition execution operation point that moves following a target operation point at the time of transition that moves toward the second constrained operation point from the one with the larger number of revolutions. Means for executing transition control for controlling the internal combustion engine, the generator, and the electric motor so that a torque based on a required torque is output to the drive shaft;
Hybrid car. The hybrid vehicle according to claim 1,
The target operation point at the time of transition is set with a rotation speed that changes toward the rotation speed of the second restricted operation point within a range of the first change allowable value and a rotation speed after the change at predetermined time intervals. It is an operating point consisting of the torque obtained by dividing the required power,
The execution point for execution at the time of transition is the rotational speed that changes toward the rotational speed of the target operating point at the time of transition within the range of the second change allowable value at the predetermined time and the rotational speed after the change. It is an operating point consisting of the torque obtained by dividing the set required power,
Hybrid car. A hybrid vehicle according to claim 1 or 2,
The first constraint is that a portion in a noise vibration region in which noise or vibration generated by operation of the internal combustion engine makes a passenger feel uncomfortable among the efficient operation constraints for efficiently operating the internal combustion engine is compared to the noise vibration region. It is a noise vibration suppression constraint changed to the high rotation speed low torque side,
Hybrid car.

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