JP6512173B2 - Hybrid car - Google Patents

Description

  The present invention relates to a hybrid vehicle.

  Conventionally, in an automobile in which a stepped transmission is provided between an output side of a driving power source such as an engine or a motor and a driving wheel, parameters (indexes) are obtained based on the longitudinal acceleration and the lateral acceleration. A control amount of each actuator is obtained based on the parameter, and one that controls each actuator based on the control amount is proposed (for example, see Patent Document 1). In this car, by such control, the driving characteristic more reflects the driving preference.

  In addition, a rotating element connected to a second motor in a planetary gear mechanism in which an engine, a first motor and a second motor are connected to three rotating elements is connected to a drive shaft connected to wheels via a stepped transmission. A hybrid vehicle connected is also proposed (see, for example, Patent Document 2). In this hybrid vehicle, drive control is basically performed as follows. First, the required driving force is set based on the operation amount of the accelerator pedal by the driver and the vehicle speed, and the required driving power to be output from the engine 22 is calculated by multiplying the required driving force by the number of rotations of the drive shaft. Next, a target engine speed is set based on the required power and the operating line (optimum fuel efficiency operating line) of the engine at which the fuel efficiency is optimized. The engine, the first motor, the second motor, and the stepped transmission are controlled so that the engine rotates at the target rotation speed and the required power is output and the required driving force is output to the drive shaft for traveling. .

JP 2012-46148 A JP, 2014-144659, A

  In the latter hybrid hybrid vehicle of the above-mentioned hardware configuration, when setting the gear using the same parameters (indexes) as the former motor, the gear may not sufficiently reflect the driving environment (road surface gradient). is there. Such a subject is the same also about the case where a virtual gear stage is set in the hybrid vehicle of the type which is not equipped with a stepped transmission.

  The hybrid vehicle of the present invention has as its main object to provide a gear that more reflects the driving environment (road surface gradient) and the driving preference.

  The hybrid vehicle of the present invention adopts the following means in order to achieve the above-mentioned main object.

The hybrid vehicle of the present invention is
A planetary gear mechanism in which three rotating elements are connected to three axes of an engine, a first motor, an output shaft of the engine, and a drive shaft connected to a rotating shaft of the first motor and an axle, the drive shaft Output to the drive shaft based on a second motor capable of inputting and outputting power, a battery capable of exchanging electric power with the first motor and the second motor, and an accelerator operation amount of the driver and a vehicle speed A hybrid vehicle comprising: a control device configured to set a required driving force and control the engine, the first motor, and the second motor to travel by a driving force based on the required driving force,
The control device sets a target rotational speed of the engine based on the vehicle speed and the shift speed, and when the engine is operated at the target rotational speed, the upper limit power output from the engine is output to the drive shaft The upper limit driving force as the driving force at the time of being set is set, and the smaller one of the upper limit driving force and the required driving force is output to the drive shaft and the engine rotates at the target rotational speed. Control the engine, the first motor, and the second motor to
The control device sets the upper limit gear stage such that the lower gear is achieved when the road surface gradient exceeds the gradient threshold compared to when the road surface gradient does not exceed the gradient threshold. Set the gear in the range,
The control device calculates a parameter related to the driver's driving preference based on the longitudinal acceleration and the lateral acceleration of the vehicle, and sets the gradient threshold based on the parameter.
Make it a gist.

  In the hybrid vehicle according to the present invention, the target engine speed is set based on the vehicle speed and the shift speed, and the upper limit power output from the engine is output to the drive shaft when the engine is operated at the target engine speed. The upper limit driving force as the driving force of the motor is set, and the smaller one of the upper limit driving force and the required driving force is output to the drive shaft and the engine is rotated at the target rotation speed and the first motor and Control the second motor. As a result, even when the driver depresses the accelerator pedal, the engine speed can be set to the speed according to the vehicle speed and the shift speed, compared to the engine speed rapidly increases prior to the increase of the vehicle speed. It is possible to suppress giving a sense of discomfort as a driving feeling. Further, when the gear is changed (shifted), it is possible to give the driver a sense of shifting. As a result of these, it is possible to give the driver a better feeling of driving. Then, the upper limit gear is set so that the lower gear is achieved when the road surface gradient exceeds the gradient threshold compared to when the road surface gradient does not exceed the gradient threshold, and the gear position within the upper gear range Set At this time, a parameter related to the driver's driving preference is calculated based on the longitudinal acceleration and the lateral acceleration of the vehicle, and the gradient threshold is set based on the parameter. Thus, the lower the gradient threshold based on the parameter, the more easily the road surface gradient exceeds the gradient threshold, the upper gear shift stage tends to be a low gear stage, and the gear stage tends to be a low gear stage. As a result, it is possible to set a gear that more reflects the driving environment (road surface gradient) and the driving preference.

  In the hybrid vehicle of the present invention, the control device may set the smaller one of the temporary gear position based on the accelerator operation amount and the vehicle speed and the upper limit gear position as the gear position. In this way, it is possible to set the gear shift stage by guarding the temporary shift gear stage (by automatic shift) based on the accelerator operation amount and the vehicle speed by the upper limit gear stage.

  Further, in the hybrid vehicle according to the present invention, when the road surface slope exceeds the slope threshold, the control device performs the upper limit shift compared to when the difference between the road slope and the slope threshold is large. The steps may be made smaller. By so doing, it is possible to make the gear stage according to the difference between the road surface gradient and the threshold value.

  Furthermore, in the hybrid vehicle of the present invention, the control device reduces the gradient threshold when the state where the parameter is larger than the first threshold continues for a first predetermined time, and the parameter is the first threshold. The gradient threshold may be increased when a state smaller than a second threshold smaller than the second threshold and the accelerator operation amount is smaller than a predetermined operation amount continues for a second predetermined time. In this way, it is possible to suppress that the gradient threshold is switched due to the change of the parameter in a very short time. As a result, frequent switching of the gradient threshold can be suppressed.

  In addition, in the hybrid vehicle of the present invention, the control device calculates an instantaneous value as a square root of the sum of the square of the acceleration in the front-rear direction and the square of the acceleration in the left-right direction. The parameter may be calculated to be higher than the followability to the decrease of the instantaneous value. In this way, parameters can be calculated based on the instantaneous values.

  In the hybrid vehicle of the present invention, the shift position may be a virtual shift position. The transmission has a stepped transmission mounted between the drive shaft and the planetary gear mechanism, and the transmission is virtually imaginary of the transmission of the stepped transmission or the transmission of the stepped transmission. It is good also as a gear stage which considered the various gear stages. Here, “a gear position in which a virtual gear position is added to the gear position of the geared transmission” is, for example, a virtual gear having two gear positions for each gear position of the two-speed geared transmission. A total of four gear positions will be achieved if gear positions are considered, and a total of six gear positions will be obtained if a virtual gear position of two gears is added to each gear position of the three-speed stepped transmission. As such, it means a combination of gear stages of a gear stage and virtual gear stages. In this way, it is possible to use a desired number of gear stages.

FIG. 1 is a block diagram schematically showing a configuration of a hybrid vehicle 20 according to a first embodiment of the present invention. FIG. 10 is a flowchart showing an example of a drive priority drive control routine executed by the HVECU 70 when in the driving sense priority mode and at the D position. FIG. It is explanatory drawing which shows an example of the map for accelerator request | requirement driving force setting. It is explanatory drawing which shows an example of a charging / discharging request | requirement power setting map. It is an explanatory view showing an example of a map for fuel efficiency optimal engine number of rotations setting. It is explanatory drawing which shows an example of the map for target engine rotation speed setting. It is an explanatory view showing an example of a map for upper limit engine power setting. 5 is a flowchart illustrating an example of a shift speed setting routine. It is an explanatory view showing an example of a shift map. It is explanatory drawing which shows an example of instantaneous SPI and instruction | indication SPI. It is explanatory drawing which shows an example of a mode when driving up a slope. It is an explanatory view showing an outline of composition of hybrid vehicle 120 of a 2nd example. It is an example of the shift diagram used in 2nd Example. FIG. 16 is a flowchart showing an example of a drive priority drive control routine executed by the HVECU 70 when in the driving sense priority mode and at the D position in the second embodiment. It is a flowchart which shows an example of the gear stage setting routine of 2nd Example.

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

  FIG. 1 is a block diagram schematically showing the configuration of a hybrid vehicle 20 according to a first embodiment of the present invention. The hybrid vehicle 20 of the first embodiment, as illustrated, includes an engine 22, a planetary gear 30, motors MG1 and MG2, inverters 41 and 42, a battery 50, and a hybrid electronic control unit (hereinafter referred to as "HVECU"). And 70).

  The engine 22 is configured as an internal combustion engine that outputs power using gasoline, light oil or the like as a fuel. The operation of the engine 22 is controlled by an engine electronic control unit (hereinafter referred to as “engine ECU”) 24.

  Although not shown, the engine ECU 24 is configured as a microprocessor centered on a CPU, and includes a ROM for storing processing programs, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . Signals from various sensors necessary for operation control of the engine 22 are input to the engine ECU 24 from the input port. As a signal input to the engine ECU 24, for example, the crank angle θcr from the crank position sensor 23 for detecting the rotational position of the crankshaft 26 of the engine 22 and the throttle opening from the throttle valve position sensor for detecting the position of the throttle valve Degree TH etc. can be mentioned. Various control signals for controlling the operation of the engine 22 are output from the engine ECU 24 through the output port. As a signal output from the engine ECU 24, for example, a drive control signal to the throttle motor that adjusts the position of the throttle valve, a drive control signal to the fuel injection valve, a drive control signal to the ignition coil integrated with the igniter And the like. The engine ECU 24 is connected to the HVECU 70 via a communication port, controls the operation of the engine 22 according to a control signal from the HVECU 70, and outputs data regarding the operating state of the engine 22 to the HVECU 70 as necessary. The engine ECU 24 calculates the number of rotations of the crankshaft 26, that is, the number of rotations Ne of the engine 22, based on the crank angle θcr from the crank position sensor 23.

  The planetary gear 30 is configured as a single pinion type planetary gear mechanism. The rotor of the motor MG1 is connected to the sun gear of the planetary gear 30. The ring gear of the planetary gear 30 is connected with a drive shaft 36 connected to the drive wheels 39 a and 39 b via a differential gear 38. The crankshaft 26 of the engine 22 is connected to the carrier of the planetary gear 30 via a damper 28.

  The motor MG1 is configured, for example, as a synchronous generator motor, and as described above, the rotor is connected to the sun gear of the planetary gear 30. The motor MG2 is configured, for example, as a synchronous generator motor, and a rotor is connected to the drive shaft 36. The inverters 41 and 42 are connected to the battery 50 via the power line 54. The motors MG1 and MG2 are rotationally driven by switching control of a plurality of switching elements (not shown) of the inverters 41 and 42 by a motor electronic control unit (hereinafter referred to as "motor ECU") 40.

  Although not shown, the motor ECU 40 is configured as a microprocessor centering on a CPU, and in addition to the CPU, includes a ROM for storing processing programs, a RAM for temporarily storing data, an input / output port, and a communication port. . Signals from various sensors necessary to drive and control the motors MG1 and MG2 are input to the motor ECU 40 via the input port. As signals input to the motor ECU 40, for example, the rotational positions θm1 and θm2 from the rotational position detection sensors 43 and 44 for detecting the rotational positions of the rotors of the motors MG1 and MG2 and the respective phases of the motors MG1 and MG2 The phase current from the current sensor which detects an electric current etc. can be mentioned. A switching control signal or the like to switching elements (not shown) of the inverters 41 and 42 is output from the motor ECU 40 through an output port. The motor ECU 40 is connected to the HVECU 70 via the communication port, controls driving of the motors MG1 and MG2 according to a control signal from the HVECU 70, and outputs data on the driving state of the motors MG1 and MG2 to the HVECU 70 as needed. The motor ECU 40 calculates the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 based on the rotational positions θm1 and θm2 of the rotors of the motors MG1 and MG2 from the rotational position detection sensors 43 and 44.

  The battery 50 is configured as, for example, a lithium ion secondary battery or a nickel hydrogen secondary battery, and is connected to the inverters 41 and 42 through the power line 54. The battery 50 is managed by a battery electronic control unit (hereinafter referred to as "battery ECU") 52.

  Although not shown, the battery ECU 52 is configured as a microprocessor centered on a CPU, and includes a ROM for storing processing programs, a RAM for temporarily storing data, an input / output port, and a communication port, in addition to the CPU. . Signals from various sensors necessary to manage the battery 50 are input to the battery ECU 52 through the input port. As a signal input to the battery ECU 52, for example, the battery voltage Vb from the voltage sensor 51a installed between the terminals of the battery 50, the battery current Ib from the current sensor 51b attached to the output terminal of the battery 50, the battery The battery temperature Tb from the temperature sensor 51c attached to 50 etc. can be mentioned. The battery ECU 52 is connected to the HVECU 70 via the communication port, and outputs data on the state of the battery 50 to the HVECU 70 as necessary. The battery ECU 52 calculates the storage ratio SOC based on the integrated value of the battery current Ib from the current sensor 51b. The storage ratio SOC is a ratio of the capacity of power that can be discharged from the battery 50 to the total capacity of the battery 50. Further, the battery ECU 52 calculates the output limit Wout of the battery 50 based on the battery temperature Tb from the temperature sensor 51 c and the storage ratio SOC. Power limit Wout is the maximum allowable power that may be discharged from battery 50.

  Although not shown, the HVECU 70 is configured as a microprocessor centered on a CPU, and includes, besides the CPU, a ROM for storing processing programs, a RAM for temporarily storing data, an input / output port, and a communication port. Signals from various sensors are input to the HVECU 70 through input ports. As a signal input to the HVECU 70, for example, an ignition signal from the ignition switch 80, the shift position SP from the shift position sensor 82 for detecting the operation position of the shift lever 81, and an accelerator pedal for detecting the depression amount of the accelerator pedal 83 The accelerator opening Acc from the position sensor 84, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, and the like can be mentioned. Further, the vehicle speed V from the vehicle speed sensor 88, the mode switching control signal from the mode switching switch 90, the road surface slope θg from the slope sensor 91 that detects the slope of the road surface, and the acceleration that detects acceleration in the front and rear direction and left and right direction of the vehicle. The longitudinal acceleration Gx and the lateral acceleration Gy from the sensor 92 can also be mentioned. 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.

  Here, the shift position SP includes a parking position (P position), a reverse position (R position), a neutral position (N position), a forward position (D position), a manual position (M position), and the like. And an upshift position (+ position) and a downshift position (-position) are juxtaposed to the manual position (M position). When the shift position SP is set to the manual position (M position), drive control is performed such that the engine 22 is connected to the drive shaft 36 via a virtual six-speed automatic transmission. Mode switching switch 90 selects a traveling mode including a driving sense priority mode that prioritizes the driver's sense of driving (drivability / drive feeling) with a slight deterioration in fuel efficiency, and a normal driving mode that prioritizes fuel efficiency. It is a switch. When the normal operation mode is selected, when the shift position SP is in the forward position (D position), the engine 22 and the motors MG1 and MG2 are drive-controlled so as to achieve both the quietness and the fuel consumption. When the driving sense priority mode is selected, the engine 22 is connected to the drive shaft 36 via the virtual six-speed automatic transmission even when the shift position SP is the forward position (D position). Drive control is performed.

  The hybrid vehicle 20 of the first embodiment configured in this manner travels in any of a plurality of travel modes including a hybrid travel (HV travel) mode and an electric travel (EV travel) mode. Here, the HV travel mode is a mode in which the vehicle travels using the power from the engine 22 and the power from the motors MG1 and MG2 while driving the engine 22. The EV travel mode is a mode in which the vehicle travels by power from the motor MG2 without driving the engine 22.

  Next, the operation of the hybrid vehicle 20 configured in this manner, in particular, the operation when the driving sense priority mode is selected by the mode switch 90 will be described. FIG. 2 is a flowchart showing an example of the drive priority control routine executed by the HVECU 70 when the driving sense priority mode is selected and the shift position SP is the forward position (D position). This routine is repeatedly executed every predetermined time (for example, every several msec). Before describing the drive control at the D position in the driving sense priority mode using the drive priority drive control routine of FIG. 2, the drive control at the D position in the normal mode (HV travel mode) for ease of explanation. Drive control at the time of.

  In the normal operation mode, when traveling in the HV traveling mode, drive control is performed by the HVECU 70 as follows. The HVECU 70 first determines an accelerator required driving force Tda required for traveling (required for the drive shaft 36) based on the accelerator opening Acc and the vehicle speed V, and executes the accelerator required driving force Tda as an executing driving force Td * Set as. The accelerator required driving force Tda can be determined, for example, from the accelerator required driving force setting map illustrated in FIG. 3. Subsequently, the required driving power Pedrv required for traveling is calculated by multiplying the set execution driving force Td * by the rotational speed Nd of the drive shaft 36. Here, as the rotational speed Nd of the drive shaft 36, it is possible to use the rotational speed obtained by multiplying the rotational speed Nm2 of the motor MG2 by the conversion factor km, or the rotational speed obtained by multiplying the vehicle speed V by the conversion factor kv it can. Then, the charge / discharge required power Pb * (a positive value when discharging from the battery 50) of the battery 50 is set so that the storage ratio SOC of the battery 50 approaches the target ratio SOC *, as shown in the following equation (1) Then, the target engine power Pe * is calculated by subtracting the charge / discharge required power Pb * of the battery 50 from the traveling required power Pedrv. The charge / discharge required power Pb * is set, for example, by the charge / discharge required power setting map illustrated in FIG. In this charge / discharge required power setting map, a dead zone from value S1 to value S2 centering on target ratio SOC * is provided, and charge / discharge required power Pb * is based on upper limit value S2 of storage ratio SOC at the dead zone. When it is larger, power for discharging (power of positive value) is set, and when storage ratio SOC is smaller than value S1 of lower limit of dead zone, power for charging (power of negative value) is set.

  Pe * = Pedrv-Pb * (1)

  Next, the optimum fuel consumption engine rotational speed Nefc is obtained using the target engine power Pe * and the fuel consumption optimum engine rotational speed setting map, and the optimum fuel consumption engine rotational speed Nefc is set as the target engine rotational speed Ne *. An example of the fuel efficiency optimum engine rotational speed setting map is shown in FIG. The fuel efficiency optimum engine rotational speed setting map is determined by experiment or the like as the rotational speed at which the engine 22 can operate efficiently with respect to the target engine power Pe *. Since the fuel efficiency optimum engine speed Nefc basically increases as the target engine power Pe * increases, the target engine speed Ne * also increases as the target engine power Pe * increases. Subsequently, as shown in the following equation (2), the rotational speed Ne of the engine 22, the target engine rotational speed Ne *, the target engine power Pe * and the gear ratio プ ラ of the planetary gear 30 (number of teeth of sun gear / number of teeth of ring gear) And calculate the torque command Tm1 * of the motor MG1. The equation (2) is a relational expression of rotational speed feedback control for rotating the engine 22 at the target engine rotational speed Ne *. In the equation (2), the first term on the right side is a feedforward term, and the second term and the third term on the right side are a proportional term and an integral term of the feedback term. The first term on the right side is a torque for receiving the torque output from the engine 22 and acting on the rotation shaft of the motor MG1 through the planetary gear 30 by the motor MG1. The second term “kp” on the right side is the gain of the proportional term, and the term “ki” on the right side third term is the gain of the integral term. Assuming that the engine 22 is in a substantially steady state (when the target engine speed Ne * and the target engine power Pe * are substantially constant), the first term in the right side of equation (2) becomes larger as the target engine power Pe * increases. Becomes smaller (the absolute value becomes larger), the torque command Tm1 * of the motor MG1 becomes smaller (larger to the negative side), and the electric power of the motor MG1 obtained by multiplying the torque command Tm1 * of the motor MG1 by the rotational speed Nm1 It can be seen that when power is consumed, the positive value becomes smaller (the generated power becomes larger).

  Tm1 * =-(Pe * / Ne *) · [ρ / (1 + ρ)] + kp · (Ne * −Ne) + ki · ∫ (Ne * −Ne) dt (2)

  Next, as shown in the following equation (3), when motor MG1 is driven with torque command Tm1 *, torque (-Tm1 * / ρ) that is output from motor MG1 and acts on drive shaft 36 via planetary gear 30 Is reduced from the driving force for execution Td * to set the torque command Tm2 * of the motor MG2. The torque command Tm2 * of the motor MG2 is limited from the output limit Wout of the battery 50 by the torque limit Tm2max obtained by the equation (4). The torque limit Tm2max is obtained by multiplying the torque command Tm1 * of the motor MG1 by the rotational speed Nm1 and subtracting the power of the motor MG1 from the output limit Wout of the battery 50 as shown in equation (4). It is obtained by dividing by several Nm 2.

Tm2 * = Td * + Tm1 * / ρ (3)
Tm2max = (Wout−Tm1 * · Nm1) / Nm2 (4)

  When target engine power Pe * and target engine rotational speed Ne * and torque commands Tm1 * and Tm2 * for motors MG1 and MG2 are set in this way, target engine power Pe * and target engine rotational speed Ne * are transmitted to engine ECU 24 Torque commands Tm1 * and Tm2 * of motors MG1 and MG2 are transmitted to motor ECU 40.

  When engine ECU 24 receives target engine power Pe * and target engine speed Ne *, engine ECU 24 sucks engine 22 so that engine 22 is operated based on received target engine power Pe * and target engine speed Ne *. It performs air volume control, fuel injection control, ignition control, etc. When motor ECU 40 receives torque commands Tm1 * and Tm2 * of motors MG1 and MG2, switching control of a plurality of switching elements of inverters 41 and 42 is performed such that motors MG1 and MG2 are driven by torque commands Tm1 * and Tm2 *. Do.

  In the HV traveling mode, when the target engine power Pe * reaches less than the threshold value Pref, it is determined that the stop condition of the engine 22 is satisfied, and the operation of the engine 22 is stopped to shift to the EV traveling mode.

  In the EV traveling mode, the HVECU 70 sets the execution driving force Td * similarly to the HV traveling mode, sets the torque command Tm1 * of the motor MG1 to a value of 0, and similarly to the HV traveling mode, the torque command Tm2 of the motor MG2 Set *. Then, torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40. The motor ECU 40 performs switching control of the plurality of switching elements of the inverters 41 and 42 as described above.

  In this EV travel mode, when the target engine power Pe * calculated in the same manner as in the HV travel mode reaches the threshold value Pref or more, it is determined that the start condition of the engine 22 is satisfied, and the engine 22 is started for HV travel. Transition.

  Next, drive control at the D position in the driving sense priority mode will be described using the drive priority drive control routine of FIG. When the drive priority drive control routine is executed, the HVECU 70 first inputs 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 shift speed M. (Step S100). Here, the rotational speed Ne of the engine 22 can be input by communication from the engine ECU 24 based on the crank angle θcr from the crank position sensor 23. The gear position M can be input as set by the gear position setting routine described later.

  Subsequently, the accelerator required driving force Tda is set using the accelerator opening Acc, the vehicle speed V, and the accelerator required driving force setting map of FIG. 3 (step S110), and the vehicle speed V, the gear M and the target engine rotational speed setting The target engine rotational speed Ne * is set using the map for (step S120). FIG. 6 shows an example of the target engine rotational speed setting map. As shown, the target engine rotational speed Ne * is set such that the inclination with respect to the vehicle speed V becomes a lower speed as the speed is higher as the speed is higher as a linear relation with the vehicle speed V for each speed. Ru. By setting the target engine rotational speed Ne * in this manner (by rotating the engine 22 at this target engine rotational speed Ne *), the rotational speed Ne of the engine 22 may be increased as the vehicle speed V increases at each shift speed. When the upshift is performed, the rotation speed Ne of the engine 22 is reduced and the rotation speed Ne of the engine 22 is increased when downshifting, thereby giving the driver a sense of driving the vehicle equipped with the automatic transmission. be able to.

  Then, charge / discharge required power Pb * is added to temporary upper limit engine power Pelim obtained using target engine speed Ne * and the upper limit engine power setting map to set upper limit engine power Pelim (step S130). Here, the upper limit engine power Pelim is the maximum power output from the engine 22 when the engine 22 is operated at the target engine speed Ne *. FIG. 7 shows an example of the upper limit engine power setting map. As shown in the drawing, the temporary upper limit engine power Pelim is set so as to increase as the target engine speed Ne * increases. Further, the charge / discharge required power Pb * is added to the temporary upper limit engine power Pelim because the power output from the engine 22 is not changed even when the battery 50 is charged / discharged. This will be described later. Note that the charge / discharge required power Pb * is set to a value of 0 when the storage ratio SOC is a dead zone centered on the target ratio SOC * (the range from the value S1 to the value S2 in FIG. 4). The temporary upper limit engine power Pelim obtained from the power setting map is directly set as the upper limit engine power Pelim. When the upper limit engine power Pelim is set in this manner, the upper limit engine power Pelim is divided by the rotation speed Nd of the drive shaft 36 to set the upper limit driving force Tdlim (step S140). Here, the upper limit driving force Tdlim is a driving force when the upper limit engine power Pelim is output to the drive shaft 36. As described above, the rotation speed Nd of the drive shaft 36 is obtained by multiplying the rotation speed Nm2 of the motor MG2 by the conversion factor km, or the rotation speed obtained by multiplying the vehicle speed V by the conversion factor kv Can.

  Next, the accelerator required driving force Tda and the upper limit driving force Tdlim are compared (step S150). When the accelerator required driving force Tda is less than or equal to the upper limit driving force Tdlim, the accelerator required driving force Tda is set as the execution driving force Td * as in the normal operation mode (step S160), and the accelerator required driving force Tda is driven. A value obtained by subtracting the charge / discharge required power Pb * from the product of the rotation speed Nd of the shaft 36 is set as the target engine power Pe * (step S170). Therefore, the target engine power Pe * can be said to be the power for outputting the accelerator required driving force Tda to the drive shaft 36.

  On the other hand, when the accelerator required driving force Tda is larger than the upper limit driving force Tdlim in the step S150, the upper limit driving force Tdlim is set as the execution driving force Td * (step S180). The reduced value is set as the target engine power Pe * (step S190). The upper limit engine power Pelim is set by adding the charge / discharge required power Pb * to the temporary upper limit engine power Pelim obtained from the upper limit engine power setting map of FIG. 7 in step S140. Setting the value obtained by subtracting Pb * as the target engine power Pe * means setting the temporary upper limit engine power Pelim obtained from the upper limit engine power setting map of FIG. 7 as the target engine power Pe *. Thus, by considering the charge / discharge required power Pb *, the operation point of the engine 22 can be made the same regardless of the charge / discharge of the battery 50. Further, since the upper limit driving force Tdlim is calculated by dividing the upper limit engine power Pelim by the rotational speed Nd of the drive shaft 36 in step S150, the upper limit engine power Pelim is a power for outputting the upper limit driving force Tdlim to the drive shaft 36 It can be said.

  Then, the torque command Tm1 * of the motor MG1 is set by the above-mentioned equation (2) (step S200), and the torque command Tm2 * of the motor MG2 is set by the equation (3) (step S210). The target engine power Pe * and the target engine rotational speed Ne * are transmitted to the engine ECU 24, and the torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40 (step S220), and this routine is ended.

  Next, the process of setting the shift speed M used in the drive priority drive control routine of FIG. 2 will be described using the shift speed setting routine of FIG. This routine is repeatedly executed at predetermined time intervals (for example, every several msec), similarly to the drive priority drive control routine of FIG. When the gear setting routine is executed, 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 road surface gradient θg from the gradient sensor 91, and the acceleration sensor 92. The longitudinal acceleration Gx and the lateral acceleration Gy are input (step S300).

  Subsequently, a temporary gear position Mtmp as a temporary value of the gear position M is set using the accelerator opening Acc, the vehicle speed V, and the shift diagram (step S310). FIG. 9 shows an example of a shift diagram. In the figure, a solid line is an upshift line, and a broken line is a downshift line. In the first embodiment, since it is controlled as having a virtual automatic transmission of six-speed shift, the shift diagram also corresponds to the six-speed shift.

  Then, the driving preference parameter Pli is set based on the longitudinal acceleration Gx and the lateral acceleration Gy (step S320). In the embodiment, the radius of the friction circle based on the longitudinal acceleration Gx and the lateral acceleration Gy is determined as an instantaneous sports index (SPI: Sports Index), the instruction SPI is determined based on the instantaneous SPI, and the instruction SPI is used as the driving preference parameter Pli. Used as Here, the instantaneous SPI is calculated as the square root of the sum of the square of the longitudinal acceleration Gx and the square of the lateral acceleration Gy. The instruction SPI is calculated based on the instantaneous SPI so that the ability to follow the increase in the instantaneous SPI is higher than the ability to follow the decrease in the instantaneous SPI. FIG. 10 shows an example of the instantaneous SPI and the instruction SPI. As shown in the figure, the momentary SPI increases or decreases due to changes in the longitudinal acceleration Gx and the lateral acceleration Gy due to braking and turning of the vehicle or the like until the time T1 elapses from time 0, and the command SPI is the maximum value of the momentary SPI Is kept increasing with the increase of Then, when the lowering condition of the instruction SPI is satisfied, for example, when the vehicle shifts from turning acceleration to linear acceleration at time t2 or time t3, the instruction SPI decreases. The lowering condition of the instruction SPI is a condition in which holding of the instruction SPI is considered to be incompatible with the driver's intention, for example, a state where the momentary SPI is less than the instruction SPI continues for a predetermined time. It is possible to use conditions or conditions where the time integral value of the difference between the instantaneous SPI and the instruction SPI exceeds the threshold.

Next, the driving preference parameter Pli is compared with the threshold Pliref1 (step S330), and when the driving preference parameter Pli is less than the threshold Pliref1, the counter Ca is reset to 0 (step S340), and the driving preference parameter Pli is greater than the threshold Pliref1. When the value is also larger, the counter Ca is incremented by 1 (step S350). Here, the threshold Pliref1 is a threshold used to determine whether the driving preference parameter Pli is relatively large, for example, 3.0 m / s ² , 3.5 m / s ² , 4.0 m / s ² etc. can be used. The counter Ca corresponds to the duration of the state in which the driving preference parameter Pli is larger than the threshold Pliref1.

Subsequently, the driving preference parameter Pli is compared with a threshold Pliref2 smaller than the threshold Pliref1 (step S360), and the accelerator opening Acc is compared with the threshold Accref (step S370). When the driving preference parameter Pli is equal to or greater than the threshold Pliref2 or when the accelerator opening Acc is equal to or greater than the threshold Accref, the counter Cb is reset to the value 0 (step S380) and the driving preference parameter Pli is less than the threshold Pliref2 and the accelerator opening is When Acc is less than the threshold Accref, the counter Cb is incremented by 1 (step S390). Here, the threshold Pliref2 is a threshold used to determine whether the driving preference parameter Pli is relatively small, for example, 1.0 m / s ² , 1.5 m / s ² , 2.0 m / s ² etc. can be used. Further, the threshold Accref is a threshold used to determine whether the accelerator opening Acc is relatively small, and for example, 35%, 40%, 45%, etc. can be used. The counter Cb corresponds to the duration of the state in which the driving preference parameter Pli is less than the threshold Pliref2 and the accelerator opening Acc is less than the threshold Accref.

  Next, it is determined whether the threshold ID is normal or winding (step S400). Here, the threshold ID indicates a driving preference, and the details will be described later. The threshold ID is set based on counters Ca and Cb based on the driving preference parameter Pli. As the threshold ID, winding means that the degree of sport is higher than that of the normal.

  When it is determined that the threshold ID is normal, the counter Ca is compared with the threshold Caref (step S410), and when the counter Ca is less than the threshold Caref, the threshold ID is kept normal and the counter Ca is larger than the threshold Caref Sometimes, the threshold ID is switched to winding (step S420). Here, the threshold Caref is a threshold used to determine whether or not the state where the driving preference parameter Pli is larger than the threshold Pliref1 continues for a certain period of time, and may be, for example, 4 sec, 5 sec, 6 sec, etc. Corresponding values can be used.

  When it is determined that the threshold ID is winding, the counter Cb is compared with the threshold Cbref (step S430), and when the counter Cb is less than the threshold Cbref, the threshold ID is held by winding and the counter Cb is greater than the threshold Cbref. When the threshold ID is also large, the threshold ID is switched to normal (step S440). Here, the threshold Cbref is a threshold used to determine whether or not the state where the driving preference parameter Pli is less than the threshold Pliref2 and the accelerator opening Acc is less than the threshold Accref continues for a certain period of time, For example, values corresponding to 4 sec, 5 sec, 6 sec, etc. can be used.

  Next, it is determined whether the threshold ID is normal or winding (step S450). When it is determined that the threshold ID is normal, the value θg1 is set to the threshold θgref used for comparison with the road surface gradient θg. (Step S460) If it is determined that the threshold ID is winding, a value θg2 smaller than the value θg1 is set as the threshold θgref (step S470).

  In the embodiment, as described above, when the threshold ID is normal, the counter Ca becomes larger than the threshold Caref (when the state where the driving preference parameter Pli is larger than the threshold Pliref1 continues for a certain period of time) Switch the threshold ID to winding. In addition, when the threshold ID is winding, when the counter Cb becomes larger than the threshold Cbref (a state where the driving preference parameter Pli is less than the threshold Pliref2 and the accelerator opening Acc is less than the threshold Accref continues for a certain period of time) Switches the threshold ID to normal. This makes it possible to suppress frequent switching of the threshold ID due to fluctuations in the driving preference parameter Pli in a very short time, and to suppress frequent switching of the threshold θgref.

  Then, the road surface gradient θg is compared with the threshold θgref (step S480), and when the road surface gradient θg is less than or equal to the threshold θgref, the highest gear (6th) is set as the upper limit gear position Mlim (step S490). The smaller one of the upper limit gear position Mlim and the upper limit gear position Mlim is set as the gear position M (step S510), and this routine ends. In this case, since the upper limit shift stage Mlim is the highest speed stage, the temporary shift stage Mtmp is set as the shift stage M.

  When the road surface gradient θg is larger than the threshold θgref in step S480, the upper limit shift stage Mlim is set based on the value Δθg (= θg−θgref) obtained by subtracting the threshold θgref from the road surface gradient θg (step S500). The smaller one of the upper limit gear position Mlim and the upper limit gear position Mlim is set as the gear position M (step S510), and this routine ends. Here, the upper limit shift stage Mlim is set to be a lower speed stage when the value Δθg is large compared to when it is small. For example, when the value Δθg is less than or equal to a value Δθg1 (for example, 2 °), the fifth gear is set to the upper gear shift Mlim, and the value Δθg is larger than the value Δθg1 or less for a value θg2 (for example, 4 °). The 4th gear was set to, and so on.

  In this routine, when the threshold ID based on the driving preference parameter Pli is winding, the threshold θgref is made smaller than in the normal case, and therefore the road surface gradient θg tends to be larger than the threshold θgref when traveling uphill. (Θg−θgref) tends to be large. Therefore, the upper limit shift speed Mlim is likely to be a low speed, and the shift speed M is likely to be a low speed. Therefore, it is possible to set the gear stage M that more reflects the driving environment (road surface gradient θg) and the driving preference (driving preference parameter Pli).

  FIG. 11 is an explanatory view showing an example of a state when traveling up a slope. As shown in the figure, when traveling up a slope, when the accelerator opening Acc increases and the driving preference parameter Pli becomes larger than the threshold Pliref 1 (time t11), the counter Ca starts to increase from the value 0. Then, when the counter Ca becomes larger than the threshold Caref (time t12), the threshold ID is switched from normal to winding, and accordingly, the threshold θgref is switched from the value θg1 to the value θg2. Then, when the road surface gradient θg becomes equal to or greater than the threshold θgref, the shift speed M is downshifted according to the value (θg-θgref). Thereafter, when the driving preference parameter Pli becomes equal to or less than the threshold Pliref 1 (time t13), the counter Ca is reset to the value 0. When the driving preference parameter Pli is less than the threshold Pliref2 and the accelerator opening Acc is less than the threshold Accref (time t14), the counter Cb starts to increase from the value 0, and when the accelerator opening Acc becomes the threshold Accref or more At time t15), the counter Cb is reset to the value 0. Then, when the driving preference parameter Pli is less than the threshold Pliref2 and the accelerator opening Acc is less than the threshold Accref (time t16), the counter Cb starts to increase from the value 0, and the counter Cb becomes larger than the threshold Cbref. (Time t17) The threshold ID is switched from winding to normal, and accordingly, the threshold θgref is switched from the value θg2 to the value θg1. Then, when the road surface gradient θg becomes smaller than the threshold θgref, the shift speed M is upshifted. In this manner, it is possible to provide the shift speed M that more reflects the driving environment (road surface gradient θg) and the driving preference (driving preference parameter Pli).

  In the hybrid vehicle 20 of the first embodiment described above, at the D position in the driving sense priority mode, the target engine rotational speed Ne * is set based on the vehicle speed V and the shift position M, and the target engine rotational speed Ne * is set. The upper limit driving force Tdlim is set based on which the smaller one of the upper limit driving force Tdlim and the accelerator required driving force Tda is output to the drive shaft 36 and the engine 22 rotates at the target engine rotational speed Ne *. The engine 22 and the motors MG1 and MG2 are controlled. As a result, even when the driver depresses the accelerator pedal 83, the rotation speed Ne of the engine 22 can be made the rotation speed (target engine rotation speed Ne *) according to the vehicle speed V and the shift position M. It is possible to suppress giving a sense of incongruity as a sense of driving as compared with the case where the rotation speed Ne of the engine 22 rapidly increases prior to the increase. Further, when the shift position M is changed (shifted), it is possible to give the driver a sense of shifting. As a result of these, it is possible to give the driver a better feeling of driving.

  Further, in the hybrid vehicle 20 of the first embodiment, when the road surface gradient θg is larger than the threshold θgref, the upper limit shift stage Mlim is set to be a lower speed than when the road surface gradient θg is smaller than the threshold θgref. The gear position M is set within the range below the upper limit gear position Mlim. At this time, the driving preference parameter Pli is set based on the longitudinal acceleration Gx and the lateral acceleration Gy, and the threshold θgref is set based on the threshold ID based on the driving preference parameter Pli. As a result, it is possible to set the gear position M that more reflects the driving environment (road surface gradient θg) and the driving preference (driving preference parameter Pli). In addition, when the road surface gradient θg is larger than the threshold θgref, the upper gear shift stage Mlim is made smaller than when the value (θg-θgref) is large, so a more appropriate shift according to the value (θg-θgref) It can be a stage M.

  In the hybrid vehicle 20 of the first embodiment, when the road surface gradient θg is larger than the threshold θgref, the upper limit shift stage Mlim is set based on the value Δθg (= θg−θgref). However, when the road surface gradient θg is larger than the threshold θgref, the upper gear shift stage M may be made smaller than when the road surface gradient θg is smaller than the threshold θgref. In the first embodiment, since the control is performed as having a virtual automatic transmission with six speeds, when the road surface gradient θg is less than or equal to the threshold θgref, the sixth gear is set to the upper limit shift stage Mlim, and the road surface gradient θg is When the difference is larger than the threshold θgref, a uniform gear (for example, third gear or fourth gear) may be set regardless of the value Δθg.

  In the hybrid vehicle 20 of the first embodiment, the threshold ID is switched between normal and winding using the counters Ca and Cb. However, the threshold ID may be switched without using the counters Ca and Cb. For example, when the driving preference parameter Pli becomes larger than the threshold Pliref1 when the threshold ID is normal, the threshold ID is switched to winding, and when the threshold ID is winding, the driving preference parameter Pli is less than the threshold Pliref2 and When the accelerator opening Acc is less than the threshold Accref, the threshold ID may be switched to normal.

  In the hybrid vehicle 20 of the first embodiment, the normal and the winding are used as the threshold ID. However, in addition to these, a circuit may be used as the ID whose degree of sport is higher than that of the winding. In this case, it is possible to switch between the winding and the circuit as follows. First, when the driving preference parameter Pli is equal to or less than the threshold Pliref3 larger than the threshold Pliref1, the counter Cc is reset to the value 0. When the driving preference parameter Pli is larger than the threshold Pliref3, the counter Cc is incremented by one. When the driving preference parameter Pli is smaller than the threshold Pliref3 and greater than or equal to the threshold Pliref4 or the accelerator opening Acc is greater than the threshold Accref, the counter Cd is reset to the value 0. When the preference parameter Pli is less than the threshold Pliref4 and the accelerator opening Acc is less than the threshold Accref2, the counter Cd is incremented by one. Then, when the threshold ID is winding, the threshold ID is switched to the circuit when the counter Cc becomes larger than the threshold Ccref which is approximately the same as the thresholds Caref and Cbref. In addition, when the threshold ID is a circuit, the threshold ID is switched to winding when the counter Cd becomes larger than the threshold Cdref which is approximately the same as the threshold Ccref. In this modification, the threshold ID is switched between normal, winding and circuit using counters Ca, Cb, Cc and Cd, but threshold ID is switched without using counters Ca, Cb, Cc and Cd. It is also good. In addition, each name of threshold value ID is not limited to a normal, a winding, and a circuit, It can set suitably.

  In the hybrid vehicle 20 of the first embodiment, the temporary upper limit engine power Pelim obtained from the upper limit engine power setting map of FIG. 7 when the accelerator required driving force Tda is larger than the upper limit driving force Tdlim when charging / discharging the battery 50. The upper limit engine power Pelim is set by adding the charge / discharge required power Pb * to the upper limit engine power Pelim, and the target engine power Pe * is set by subtracting the charge / discharge required power Pb * from the upper limit engine power Pelim. However, the temporary upper limit engine power Pelim obtained from the upper limit engine power setting map shown in FIG. 8 is directly set as the upper limit engine power Pelim, and the upper limit engine power Pelim is added with the required charge / discharge power Pb * as the drive shaft 36. The upper limit driving force Tdlim may be set by dividing by the rotational speed Nd, and the upper limit engine power Pelim may be set as it is as the target engine power Pe *. The two differ in that either the charge / discharge required power Pb * is considered in calculating the upper limit engine power Pelim, or the charge / discharge required power Pb * is considered in calculating the upper limit driving force Tdlim. It is the same.

  In the hybrid vehicle 20 of the first embodiment, the power at which the smaller one of the accelerator required driving force Tda and the upper limit driving force Tdlim is output to the drive shaft 36 is set as the target engine power Pe *. However, the power (Tda × Nd) obtained by multiplying the acceleration required driving force Tda by the rotation speed Nd of the drive shaft 36 and the power (Tdlim × Nd) obtained by multiplying the rotation speed Nd of the drive shaft 36 by the upper limit driving force Tdlim are smaller. The target engine power Pe * may be set such that one is output to the drive shaft 36. That is, the process of step S150 is the power (Tda x Nd) obtained by multiplying the rotational speed Nd of the drive shaft 36 by the required accelerator driving force Tda and the power (Tdlim x) obtained by multiplying the rotational speed Nd of the drive shaft 36 by the upper limit driving force Tdlim. It may be processing to compare with Nd).

  In the hybrid vehicle 20 of the first embodiment, the mode change switch 90 is provided, and when the driving sense priority mode is selected by the mode change switch 90, the drive priority priority control routine of FIG. 2 is executed. The drive priority control routine of FIG. 2 may be executed as normal drive control without the switch 90.

  Next, a hybrid vehicle 120 according to a second embodiment of the present invention will be described. An outline of the configuration of the hybrid vehicle 120 according to the second embodiment is shown in FIG. The hybrid vehicle 120 of the second embodiment, as shown in FIG. 12, has the same configuration as the hybrid vehicle 20 of the first embodiment shown in FIG. 1 except that a transmission 130 is provided. Among the components of the hybrid vehicle 120 according to the second embodiment, the same components as those of the hybrid vehicle 20 according to the first embodiment are denoted by the same reference numerals and the detailed description thereof will be omitted.

  The transmission 130 included in the hybrid vehicle 120 according to the second embodiment is configured as a stepped automatic transmission with a three-speed shift in the forward direction by hydraulic drive, and shifts according to a control signal from the HVECU 70. In the hybrid vehicle 120 of the second embodiment, in addition to the third gear position of the transmission 130, a virtual third gear position is set, and functions so as to be provided with a six-speed transmission. . FIG. 13 is an example of a shift diagram used in the second embodiment. For easy comparison, the shift diagram of FIG. 13 is identical to the shift diagram of FIG. In FIG. 13, a thick solid line is an upshift line of the transmission 130, and a thick broken line is a downshift line of the transmission 130. Thin solid lines are virtual upshift lines, and thin broken lines are virtual downshift lines. In the figure, the upper and lower numbers and arrows indicate the shift of the sixth gear including virtual gear, and the upper and lower numbers and arrows of the upper and lower brackets indicate the 3-speed shift of the transmission 130 The gear shift of the gear is shown. As shown, one virtual gear is provided in the middle of each gear of the transmission 130.

  In the hybrid vehicle 120 of the second embodiment, at the D position in the driving sense priority mode, the drive priority drive control routine of FIG. 14 is executed. The drive priority drive control routine of FIG. 14 includes the step S100B of inputting the actual gear stage Ma in addition to the accelerator opening Acc, the vehicle speed V, the engine speed Ne of the engine 22, and the gear stage M; Step S210B of setting the torque command Tm2 * of the motor MG2 using the gear ratio Gr of the motor MG2, and transmitting the actual gear Ma to the transmission 130 when transmitting the target engine power Pe *, the target engine rotational speed Ne *, etc. This step is the same as the drive priority drive control routine of FIG. 2 except that step S220B is different. Therefore, the same step number is assigned to the same process as the process of the drive priority drive control routine of FIG. 2 among the processes of the drive drive priority control routine of FIG. Hereinafter, the drive priority drive control routine of FIG. 14 will be briefly described focusing on differences from the drive priority control routine of FIG.

  When the drive priority drive control routine of FIG. 14 is executed, the HVECU 70 first inputs the actual gear stage Ma in addition to the accelerator opening Acc, the vehicle speed V, the rotational speed Ne of the engine 22, and the gear stage M (step S100B). ). Here, the shift position M means a shift position of the sixth shift including the virtual shift position, and the actual shift position Ma means the shift position of the third shift of the transmission 130. As the shift position M and the actual shift position Ma, those set by a shift position setting routine described later can be input.

  Subsequently, the accelerator required driving force Tda is set using the accelerator opening Acc, the vehicle speed V, and the accelerator required driving force setting map of FIG. 3 (step S110), and the vehicle speed V, the gear M and the target engine of FIG. The target engine rotation speed Ne * is set using the rotation speed setting map (step S120). Then, charge / discharge required power Pb * is added to temporary upper limit engine power Pelim obtained using target engine speed Ne * and the upper limit engine power setting map of FIG. 7 to set upper limit engine power Pelim (step S130) ). Then, the upper limit engine power Pelim is divided by the rotational speed Nd of the drive shaft 36 to set the upper limit drive force Tdlim (step S140).

  Next, the accelerator required driving force Tda and the upper limit driving force Tdlim are compared (step S150). When the accelerator required driving force Tda is less than or equal to the upper limit driving force Tdlim, the accelerator required driving force Tda is set as the execution driving force Td * (step S160), and the accelerator required driving force Tda is multiplied by the rotational speed Nd of the drive shaft 36 A value obtained by subtracting the charge / discharge required power Pb * from the engine power is set as the target engine power Pe * (step S170). When the accelerator required driving force Tda is larger than the upper limit driving force Tdlim, the upper limit driving force Tdlim is set as the execution driving force Td * (step S180), and the target is obtained by subtracting the charge / discharge required power Pb * from the upper limit engine power Pelim. The engine power Pe * is set (step S190).

  Subsequently, the torque command Tm1 * of the motor MG1 is set by the above-mentioned equation (2) (step S200), and the torque command Tm2 * of the motor MG2 is set by the equation (5) (step S210B). In Formula (5), "Gr" is a gear ratio of the actual gear stage Ma of the transmission 130. Therefore, the first term on the right side of Equation (5) means the driving force to be output to the input shaft of the transmission 130 in order to output the driving force Td * for execution to the drive shaft 36 which is the output shaft of the transmission 130 doing.

  Tm2 * = Td * / Gr + Tm1 * / ρ (5)

  The target engine power Pe * and the target engine rotational speed Ne * are transmitted to the engine ECU 24, and the torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40, and the actual gear Ma is transmitted to the transmission 130. (Step S220B), this routine is ended. The transmission 130 having received the actual gear position Ma maintains the current gear position when the current gear position is the actual gear position Ma, and when the current gear position is not the actual gear position Ma, the gear position is the actual gear position The gear is changed to be the gear Ma.

  Next, processing for setting the shift speed M and the actual shift speed Ma used in the drive priority drive control routine of FIG. 14 will be described using the shift speed setting routine of FIG. The gear setting routine of FIG. 15 differs in that step S310B for setting not only the temporary gear position Mtmp but also the temporary actual gear position Matmp, and step S510B for setting not only the gear position M but the actual gear position Ma differ. Is the same as the gear setting routine of FIG. Therefore, in the process of the gear setting routine of FIG. 15, the same process as the process of the gear setting routine of FIG. 8 is assigned the same step number. Hereinafter, the gear setting routine of FIG. 15 will be briefly described focusing on differences from the gear setting routine of FIG.

  When the gear setting routine of FIG. 15 is executed, the HVECU 70 first inputs the accelerator opening Acc, the vehicle speed V, the road surface gradient θg, the longitudinal acceleration Gx, and the lateral acceleration Gy (step S300). The temporary gear position Mtmp and the temporary actual gear position Matmp are set using the vehicle speed V and the shift diagram of FIG. 13 (step S310B). The temporary shift position Mtmp is set according to which of the 6th shift position the shift position corresponds to, based on all shift lines in FIG. 13, and the temporary shift position Matmp is based on thick solid lines and thick broken lines in FIG. It is set according to which of the 3rd shift gear position it corresponds.

  Subsequently, the driving preference parameter Pli is set based on the longitudinal acceleration Gx and the lateral acceleration Gy (step S320). Then, the driving preference parameter Pli is compared with the threshold Pliref1 (step S330), and when the driving preference parameter Pli is less than the threshold Pliref1, the counter Ca is reset to 0 (step S340), and the driving preference parameter Pli is higher than the threshold Pliref1. When it is larger, the counter Ca is incremented by 1 (step S350).

  Then, the driving preference parameter Pli is compared with a threshold Pliref2 smaller than the threshold Pliref1 (step S360), and the accelerator opening Acc is compared with the threshold Accref (step S370). When the driving preference parameter Pli is equal to or greater than the threshold Pliref2 or when the accelerator opening Acc is equal to or greater than the threshold Accref, the counter Cb is reset to the value 0 (step S380) and the driving preference parameter Pli is less than the threshold Pliref2 and the accelerator opening is When Acc is less than the threshold Accref, the counter Cb is incremented by 1 (step S390).

  Next, it is determined whether the threshold ID is normal or winding (step S400). When it is determined that the threshold ID is normal, the counter Ca is compared with the threshold Caref (step S410), and when the counter Ca is less than the threshold Caref, the threshold ID is kept normal and the counter Ca is larger than the threshold Caref Sometimes, the threshold ID is switched to winding (step S420). When it is determined that the threshold ID is winding, the counter Cb is compared with the threshold Cbref (step S430), and when the counter Cb is less than the threshold Cbref, the threshold ID is held by winding and the counter Cb is larger than the threshold Cbref Sometimes, the threshold ID is switched to normal (step S440).

  Subsequently, it is determined whether the threshold ID is normal or winding (step S450). When it is determined that the threshold ID is normal, the value θg1 is set to the threshold θgref used for comparison with the road surface gradient θg. (Step S460) If it is determined that the threshold ID is winding, a value θg2 smaller than the value θg1 is set as the threshold θgref (step S470).

  Then, the road surface gradient θg is compared with the threshold θgref (step S480), and when the road surface gradient θg is less than or equal to the threshold θgref, the highest gear (6th) is set as the upper limit gear position Mlim (step S490). The smaller one of the upper gear position Mlim and the upper gear position Mlim is set as the gear position M, and the actual gear position Ma is set based on the virtual gear position Matmp and the gear position M (step S510B), and this routine is ended. As for the actual gear position Ma, when the temporary gear position Mtmp is set as the gear position M, the temporary gear position Matmp is set as the actual gear position Ma, and when the upper limit gear position Mlim is set as the gear position M, the gear position The actual gear position Ma is set based on M. Now, since the upper limit shift stage Mlim is the highest speed stage, the temporary shift stage Mtmp is set as the shift stage M, and the temporary actual shift stage Matmp is set as the actual shift stage Ma.

  When the road surface gradient θg is larger than the threshold θgref in step S480, the upper limit shift stage Mlim is set based on the value Δθg (= θg-θgref) (step S500), and the temporary shift stage Mtmp and the upper limit shift stage Mlim are set. The smaller gear is set as the gear position M, and the actual gear position Ma is set based on the virtual gear position Matmp and the gear position M (step S510B), and this routine is ended. In this case, for the actual gear position Ma, when the temporary gear position Mtmp is set as the gear position M, the temporary gear position Matmp is set as the actual gear position Ma, and when the upper limit gear position Mlim is set as the gear position M. Based on the gear position M, the actual gear position Ma is set. In the latter case, the actual gear stage Ma is set based on the gear stage M to match the relationship between the temporary gear stage Mtmp and the temporary actual gear stage Matmp in the shift diagram of FIG. 13 (for example, the gear stage M is 1 In the case of the first or second gear, the first gear is set to the actual gear position Ma).

  The hybrid vehicle 120 according to the second embodiment described above functions in the same manner as the hybrid vehicle 20 according to the first embodiment, and therefore offers the same advantages as the effects exhibited by the hybrid vehicle 20 according to the first embodiment. That is, the effect of being able to give the driver a better feeling of driving is exhibited. In addition, it is possible to achieve the shift speed M in which the driving environment (road surface gradient θg) and the driving preference (driving preference parameter Pli) are more reflected.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the section of "Means for Solving the Problems" will be described. In the embodiment, the engine 22 corresponds to the "engine", the motor MG1 corresponds to the "first motor", the drive shaft 36 corresponds to the "drive shaft", and the planetary gear 30 corresponds to the "planet gear mechanism" The motor MG2 corresponds to a "second motor", and the battery 50 corresponds to a "battery". Then, the HVECU 70, the engine ECU 24, and the motor ECU 40 that execute the drive control in the normal operation mode and the drive priority drive control routine of FIG. 2 and the shift speed setting routine of FIG. 8 correspond to "control device".

  In addition, the correspondence of the main elements of the embodiment and the main elements of the invention described in the section of the means for solving the problem implements the invention described in the column of the means for solving the problem in the example. The present invention is not limited to the elements of the invention described in the section of “Means for Solving the Problems”, as it is an example for specifically explaining the mode for carrying out the invention. That is, the interpretation of the invention described in the section of the means for solving the problem should be made based on the description of the section, and the embodiment is an embodiment of the invention described in the section of the means for solving the problem. 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 by these Examples, In the range which does not deviate from the summary of this invention, it becomes various forms Of course it can be implemented.

  The present invention is applicable to the manufacturing industry of hybrid vehicles and the like.

  20, 120 hybrid vehicles, 22 engines, 23 crank position sensors, 24 electronic control units for engines (engine ECU), 26 crankshafts, 28 dampers, 30 planetary gears, 36 drive shafts, 38 differential gears, 39a, 39b drive wheels, 40 Motor electronic control unit (motor ECU), 41, 42 inverters, 43, 44 rotational position detection sensor, 50 battery, 51a voltage sensor, 51b current sensor, 51c temperature sensor, 52 battery electronic control unit (battery ECU), 54 Power line, 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 a brake pedal position sensor, 88 vehicle speed sensor, 90 mode switch, 91 a gradient sensor, 92 acceleration sensor, 130 transmission, MG1, MG2 motor.

Claims (1)

A planetary gear mechanism in which three rotating elements are connected to three axes of an engine, a first motor, an output shaft of the engine, and a drive shaft connected to a rotating shaft of the first motor and an axle, the drive shaft Output to the drive shaft based on a second motor capable of inputting and outputting power, a battery capable of exchanging electric power with the first motor and the second motor, and an accelerator operation amount of the driver and a vehicle speed A hybrid vehicle comprising: a control device configured to set a required driving force and control the engine, the first motor, and the second motor to travel by a driving force based on the required driving force,
The control device sets a target rotational speed of the engine based on the vehicle speed and the shift speed, and when the engine is operated at the target rotational speed, the upper limit power output from the engine is output to the drive shaft The upper limit driving force as the driving force at the time of being set is set, and the smaller one of the upper limit driving force and the required driving force is output to the drive shaft and the engine rotates at the target rotational speed. Control the engine, the first motor, and the second motor to
The control device sets the upper limit gear stage such that the lower gear is achieved when the road surface gradient exceeds the gradient threshold compared to when the road surface gradient does not exceed the gradient threshold. Set the gear in the range,
The control device calculates a parameter related to the driving preference of the driver based on the longitudinal acceleration and the lateral acceleration of the vehicle, and sets the gradient threshold based on the parameter .
The gradient threshold is decreased when the state in which the parameter is larger than the first threshold continues for a first predetermined time, and the parameter is less than a second threshold smaller than the first threshold and the accelerator operation amount is smaller When the state less than the predetermined operation amount continues for the second predetermined time, the gradient threshold is increased.
Hybrid car.

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