JP5772673B2 - Hybrid car - Google Patents

Description

  The present invention relates to a hybrid vehicle. More specifically, the present invention relates to an engine, a first motor, a drive shaft connected to an axle, an output shaft of the engine, and a rotation shaft of the first motor. A planetary gear connected in order of a drive shaft, an output shaft, and a rotary shaft; a second motor capable of inputting / outputting power to / from the drive shaft; and a battery capable of exchanging power with the first motor and the second motor. It relates to a hybrid vehicle equipped.

  Conventionally, in this type of hybrid vehicle, an engine, a first motor, a drive shaft coupled to an axle, an output shaft of the engine, and a rotating shaft of the first motor are connected to a ring gear, a carrier, and a sun gear. A distribution integration mechanism, a second motor capable of inputting / outputting power to / from the drive shaft, and a battery for exchanging electric power with the first motor or the second motor, so that the engine rotates at a target rotational speed corresponding to the required power. When the set temporary torque of the first motor is outside the torque limit imposed on the first motor, the required power is limited based on the difference between the temporary torque of the first motor and the torque limit, and the power after the limit is Have been proposed that control the engine so that it is output from (see, for example, Patent Document 1). In this hybrid vehicle, such control makes it possible to suppress over-rotation of the first motor even when the torque of the first motor is limited by torque limitation.

JP 2011-235694 A

  In the above-mentioned hybrid vehicle, the overspeed of the first motor is suppressed by limiting the required power when the temporary torque of the first motor is outside the torque limit. If the restriction on the required power is stopped when the engine becomes inside, the engine speed may fluctuate greatly due to the interference between the rapid increase in the output of the engine and the drive by the temporary torque of the first motor.

  In the hybrid vehicle of the present invention, when the target torque of the first motor for rotating the engine at the target rotational speed exceeds the torque limit and the target torque does not exceed the torque limit, the rotational speed of the engine increases. The main purpose is to suppress fluctuations.

  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
An engine, a first motor, a drive shaft connected to an axle, an output shaft of the engine, and a rotation shaft of the first motor have three rotation elements on the nomographic chart, the drive shaft, the output shaft, A planetary gear connected to be arranged in order of the rotation shaft, a second motor capable of inputting / outputting power to / from the drive shaft, a battery capable of exchanging electric power with the first motor and the second motor, and an output from the engine A first motor target torque is set so that the engine rotates at a target engine speed corresponding to the required power to be controlled, the engine is controlled so that the required power is output from the engine, and the first motor target torque is set. A hybrid vehicle comprising: control means for controlling the first motor so that torque obtained by limiting the torque by torque limitation is output from the first motor. ,
In the first state, the differential rotational speed obtained by subtracting the engine rotational speed from the engine target rotational speed is less than 0 after the excess condition that the first motor target torque exceeds the torque limit is satisfied. , A negative correction value is set by feedback control using a proportional term and an integral term so that the differential rotational speed becomes 0, and when the differential rotational speed is 0 or more and the first motor target torque is the torque When the second state exceeds the limit, the correction value is held, and when the difference rotational speed is 0 or more and the first motor target torque does not exceed the torque limit, the third state is continued. The correction value is set so as to increase gradually, and the engine is controlled so that corrected power obtained by adding the correction value to the required power is output from the engine. It is,
This is the gist.

  In this hybrid vehicle of the present invention, basically, the first motor target torque is set so that the engine rotates at the target engine speed corresponding to the required power to be output from the engine, and the required power is output from the engine. The first motor is controlled such that torque obtained by controlling the engine and limiting the first motor target torque by torque limitation is output from the first motor. Then, after the excess condition that the first motor target torque exceeds the torque limit is satisfied, when the differential rotational speed obtained by subtracting the engine rotational speed from the engine target rotational speed is less than 0, the differential rotational speed is A negative correction value is set by feedback control using a proportional term and an integral term so that the value becomes 0, and is corrected when the differential rotation speed is 0 or more and the first motor target torque exceeds the torque limit in the second state. The value is held, and when the differential rotational speed is 0 or more and the first motor target torque is in the third state where the torque limit is not exceeded, the correction value is set so as to gradually increase as the third state continues. The engine is controlled such that the corrected power obtained in addition to the required power is output from the engine.

  In general, since the first motor has higher responsiveness than the engine, if the excess condition is satisfied, the first motor target torque is not output from the first motor, so that the engine speed becomes larger than the engine target speed. It is done. Therefore, in the first state, a negative correction value is set so that the differential rotation speed becomes 0, and corrected power obtained by adding the set correction value to the required power (power smaller than the required power) is used. By controlling the engine, it is possible to prevent the engine speed from blowing up as compared with the target engine speed or the power generated by the first motor from becoming too large (excessive power is input to the battery). The engine speed can be made equal to or lower than the engine target speed.

  When the engine speed decreases and becomes approximately equal to the engine target speed, the correction value is negative due to the influence of the integral term of the feedback control. Therefore, the correction value is held in the second state. In the third state, the correction value is set so as to gradually increase as the third state continues, and the correction is performed by controlling the engine using the corrected power obtained by adding the set correction value to the required power. When the value is increased (the corrected power is brought close to the required power), it is possible to prevent the engine speed from fluctuating greatly.

  In such a hybrid vehicle of the present invention, the control means performs the correction until the corrected power reaches the required power or more after the excess condition is satisfied and the engine speed becomes higher than the engine target speed. It can also be a means for controlling the rear power to be output from the engine.

  Further, in the hybrid vehicle of the present invention, the control means may correct the previous correction by a positive change value that tends to decrease as the engine target speed decreases in the third state after the excess condition is satisfied. It can also be a means for setting a value increased from the value as a new correction value.

  Furthermore, in the hybrid vehicle of the present invention, after the excess condition is satisfied, the control means, when the engine target rotational speed is equal to or higher than a rotational speed threshold lower than an allowable upper limit rotational speed, the correction value and the engine target rotational speed. Means for controlling the engine such that a corrected power obtained by adding a second correction value, which tends to increase toward the negative side as the number approaches the allowable upper limit rotational speed, is output from the engine. There can be. In this way, it is possible to suppress the engine speed from exceeding the allowable upper limit speed.

  In addition, in the hybrid vehicle of the present invention, the torque limitation includes torque output from the first motor and acting on the drive shaft via the planetary gear, and torque output from the second motor to the drive shaft. And the relationship that the sum of the power input and output by the first motor and the power input and output by the second motor becomes the input limit of the battery. It can also be a restriction set to satisfy both.

The hybrid vehicle of the reference example of the present invention is
An engine, a first motor, a drive shaft connected to an axle, an output shaft of the engine, and a rotation shaft of the first motor have three rotation elements on the nomographic chart, the drive shaft, the output shaft, A planetary gear connected to be arranged in order of the rotation shaft, a second motor capable of inputting / outputting power to / from the drive shaft, a battery capable of exchanging electric power with the first motor and the second motor, and an output from the engine A first motor target torque is set so that the engine rotates at a target engine speed corresponding to the required power to be controlled, the engine is controlled so that the required power is output from the engine, and the first motor target torque is set. A hybrid vehicle comprising: control means for controlling the first motor so that torque obtained by limiting the torque by torque limitation is output from the first motor. ,
The control means is a proportional term so that a differential speed obtained by subtracting the engine speed from the engine target speed becomes a value of 0 after an excess condition that the first motor target torque exceeds the torque limit is satisfied. And a correction value is set by feedback control using an integral term, and the engine is controlled so that corrected power obtained by adding the correction value to the required power is output from the engine,
Further, after the excess condition is satisfied, the control means tends to be smaller as the torque margin of the first motor target torque with respect to the torque limit is smaller when the first motor target torque does not exceed the torque limit. A means for setting the gain of the proportional term and the integral term to
This is the gist.

  In the hybrid vehicle of the reference example of the present invention, basically, the first motor target torque is set so that the engine rotates at the target engine speed corresponding to the required power to be output from the engine, and the required power is obtained from the engine. The engine is controlled so as to be output, and the first motor is controlled so that torque obtained by limiting the first motor target torque by torque limitation is output from the first motor. Then, after the excess condition that the first motor target torque exceeds the torque limit is satisfied, the proportional term and the integral term are used so that the differential rotational speed obtained by subtracting the engine rotational speed from the engine target rotational speed becomes 0. The correction value is set by the feedback control, and the engine is controlled so that the corrected power obtained by adding the correction value to the required power is output from the engine. Here, when the first motor target torque does not exceed the torque limit after the excess condition is satisfied, the gains of the proportional and integral terms tend to decrease as the torque margin for the torque limit of the first motor target torque decreases. Set. When the torque margin is small, the first motor target torque may exceed the torque limit again due to a change in the correction value (corrected power) or the like. The correction value is set by feedback control using the proportional term and integral term gain, which tends to decrease as the torque margin decreases, and the engine is controlled using the corrected power obtained by adding the set correction value to the required power. As a result, when the first motor target torque exceeds the torque limit again, the engine speed increases significantly compared to the engine target speed, or the electric power generated by the first motor becomes too large (the battery is excessive). It is possible to suppress the input of electric power).

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 first half part of the drive control routine performed by HVECU70 of an Example. It is a flowchart which shows an example of the second half part 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 operating line of the engine 22, and a mode that the target rotation speed Ne * is 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 planetary gear 30 when traveling while outputting power from the engine 22. FIG. It is explanatory drawing which shows an example of torque limitation Tm1min of motor MG1, and Tm1max. It is a flowchart which shows an example of the second half part of the drive control routine of a modification. It is explanatory drawing which shows an example of the map for correction value setting. It is a flowchart which shows an example of the second half part of the drive control routine of a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification.

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

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as an embodiment of the present invention. As shown in the drawing, the hybrid vehicle 20 of the embodiment includes an engine 22 that outputs power using gasoline or light oil as a fuel, an engine electronic control unit (hereinafter referred to as an engine ECU) 24 that controls the drive of the engine 22, an engine, and the like. A planetary gear 30 having a carrier connected to the crankshaft 26 and a ring gear connected to a drive shaft 36 connected to drive wheels 38a and 38b via a differential gear 37, and a rotor configured as a synchronous generator motor, for example. Motor MG1 connected to the sun gear of planetary gear 30, for example, a motor MG2 configured as a synchronous generator motor and having a rotor connected to drive shaft 36, inverters 41 and 42 for driving motors MG1 and MG2, Inverters 41 and 42 not shown A motor electronic control unit (hereinafter referred to as a motor ECU) 40 that drives and controls the motors MG1 and MG2 by switching the elements, and a motor MG1, configured as, for example, a lithium ion secondary battery via inverters 41 and 42. A battery 50 that exchanges power with the MG 2, a battery electronic control unit (hereinafter referred to as a battery ECU) 52 that manages the battery 50, and a hybrid electronic control unit (hereinafter referred to as a HVECU) 70 that controls the entire vehicle. Prepare.

  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 TP from a throttle valve position sensor that detects 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 also 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. ing.

  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 is attached to a signal necessary for managing the battery 50, for example, an inter-terminal voltage Vb from a voltage sensor 51a installed between terminals of the battery 50 or an electric power line connected to an output terminal of the battery 50. The charging / discharging current Ib from the current sensor 51b, the battery temperature Tb from the temperature sensor 51c attached to the battery 50, and the like are input, and data relating to the state of the battery 50 is transmitted to the HVECU 70 by communication as necessary. . Further, the battery ECU 52 is a ratio of the capacity of 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 51b in order to manage the battery 50. The power storage ratio SOC is calculated, and the input / output limits Win and Wout that are the maximum allowable power that may charge / discharge the battery 50 are calculated based on the calculated power storage ratio SOC and the battery temperature Tb. The input / output limits Win and Wout of the battery 50 are set to the basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limiting correction coefficient and the input limiting limit are set based on the storage ratio SOC of the battery 50. It can be set by setting a correction coefficient and multiplying the basic value of the set input / output limits Win and Wout by the correction coefficient.

  Although not shown, the HVECU 70 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. The HVECU 70 includes an ignition signal from the ignition switch 80, a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator opening 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. The shift position SP includes a parking position, a neutral position, a drive position for forward travel, a reverse position for reverse travel, and the like.

  In the hybrid vehicle 20 of the embodiment thus configured, the required torque Tr * to be output to the drive shaft 36 is calculated based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal by the driver. The operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque Tr * is output to the drive shaft 36. As the operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that the power corresponding to the required power is output from the engine 22, and all the power output from the engine 22 is transmitted to the planetary gear 30 and the motor. The torque conversion operation mode in which the motor MG1 and the motor MG2 are driven and controlled so that the torque is converted by the MG1 and the motor MG2 and output to the drive shaft 36, and the sum of the required power and the power required for charging and discharging the battery 50 is met. Operation of the engine 22 is controlled so that power is output from the engine 22, and all or part of the power output from the engine 22 with charge / discharge of the battery 50 is torque generated by the planetary gear 30, the motor MG1, and the motor MG2. The required power is output to the drive shaft 36 with conversion. Charge-discharge drive mode for driving and controlling the motors MG1 and MG2, there is a motor operation mode in which operation control to output a power commensurate to stop the operation of the engine 22 to the required power from the motor MG2 to the drive shaft 36. The torque conversion operation mode and the charge / discharge operation mode are modes in which the engine 22, the motor MG1, and the motor MG2 are controlled so that the required power is output to the drive shaft 36 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. 2 and 3 are flowcharts 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 HVECU 70 first determines the accelerator opening degree Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Ne of the engine 22, the rotational speed Nm1, of the motors MG1, MG2. A process of inputting data necessary for control such as Nm2, input / output restrictions Win and Wout of the battery 50 is executed (step S100). Here, the rotational speed Ne of the engine 22 is calculated from the crank position θcr detected by a crank position sensor (not shown) and is input from the engine ECU 24 by communication. Further, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are calculated from the rotational positions θm1 and θm2 of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44 by communication from the motor ECU 40. It was supposed to be entered. 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, a required torque Tr * to be output to the drive shaft 36 is set based on the input accelerator opening Acc and the vehicle speed V, and the set required torque Tr * is multiplied by the rotational speed Nr of the drive shaft 36. The travel power Pdrv * required for travel is calculated, and the charge / discharge required power Pb * (positive value when discharged from the battery 50) obtained based on the storage ratio SOC of the battery 50 is used for travel. A temporary required power Petmp is calculated as a temporary value of the power required for the vehicle (power to be output from the engine 22) by subtracting from the power Pdrv * (step S110). Here, in the embodiment, the required torque Tr * is stored in a ROM (not shown) 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 Acc and vehicle speed V are 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, as the rotational speed Nr of the drive shaft 36, a rotational speed obtained by multiplying the rotational speed Nm2 of the motor MG2 or the vehicle speed V by a conversion factor can be used.

  Subsequently, a target operation for operating the engine 22 based on the temporary required power Petmp and an operation line (for example, a fuel efficiency operation line) as a relationship between the rotational speed and the torque of the engine 22 for operating the engine 22 efficiently. A target rotational speed Ne * is set as the rotational speed at the point (step S120). FIG. 5 is an explanatory diagram showing an example of an operation line of the engine 22 and how the target rotational speed Ne * is set. As shown in the figure, the target rotational speed Ne * of the engine 22 can be obtained as an intersection of the operating line of the engine 22 and a curve with a temporary required power Petmp constant.

  Next, using the set target rotational speed Ne * of the engine 22, the rotational speed Nm2 of the motor MG2, and the gear ratio ρ of the planetary gear 30 (the number of teeth of the sun gear / the number of teeth of the ring gear), the motor MG1 Is calculated using the provisional required power Petmp, the target rotational speed Ne *, the gear ratio ρ of the planetary gear 30, the target rotational speed Nm1 * of the motor MG1, and the rotational speed Nm1 according to the equation (2). A temporary torque Tm1tmp is calculated as a temporary value of torque to be output from MG1 (step S130). Here, Expression (1) is a dynamic relational expression for the rotating element of the planetary gear 30. FIG. 6 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the rotational speed and torque of the rotating element of the planetary gear 30 when traveling while outputting power from the engine 22. In the figure, the left S-axis indicates the rotational speed of the sun gear, which is the rotational speed Nm1 of the motor MG1, the C-axis indicates the rotational speed of the carrier, which is the rotational speed Ne of the engine 22, and the R-axis indicates the rotational speed Nm2 of the motor MG2. The rotational speed Nr of the drive shaft 36 is shown. Two thick arrows on the R axis indicate torque (−Tm1 / ρ) output from the motor MG1 and acting on the drive shaft 36 via the planetary gear 30, and torque Tm2 output from the motor MG2 to the drive shaft 36. It shows. In the embodiment, an upward arrow in the figure is a positive torque, and a downward arrow in the figure is a negative torque. Expression (1) can be easily derived by using this alignment chart. Further, the equation (2) represents the rotational speed feedback control for causing the rotational speed Nm1 of the motor MG1 to become the target rotational speed Nm1 * (so that the rotational speed Ne of the engine 22 becomes the target rotational speed Ne *). In the equation (2), the first term on the right side is a feedforward term, the second term on the right side is a proportional term of feedback, and the third term on the right side is an integral term of feedback. The first term on the right side is a torque for receiving the torque output from the engine 22 and acting on the sun gear of the planetary gear 30 via the carrier of the crankshaft 26 and the planetary gear 30. Also, “k1” (> 0) in the second term on the right side is the gain of the proportional term, and “k2” (> 0) in the third term on the right side is the gain of the integral term. When the vehicle travels while outputting power from the engine 22, power is generated by the motor MG1 using the power from the engine 22 (see the downward arrow on the S axis in FIG. 6). Tm1tmp is a negative torque (torque in a direction to hold down the rotational speed Ne of the engine 22).

Nm1 * = Ne * ・ (1 + ρ) / ρ-Nm2 / ρ (1)
Tm1tmp = -ρ ・ Petmp / ((1 + ρ) ・ Ne *) + k1 ・ (Nm1 * -Nm1) + k2 ・ ∫ (Nm1 * -Nm1) dt (2)

Subsequently, torque limits Tm1min and Tm1max are set as upper and lower limits of the torque that may be output from the motor MG1 that satisfies both the following expressions (3) and (4) (step S140), as shown in expression (5): Then, the set temporary torque Tm1tmp is limited by the torque limits Tm1min and Tm1max, and a torque command Tm1 * as a torque to be output from the motor MG1 is set (step S150). Here, the expression (3) is obtained by calculating the sum of the torque ( −Tm1 / ρ) output from the motor MG1 and acting on the drive shaft 36 via the planetary gear 30 and the torque Tm2 output from the motor MG2 to the drive shaft 36. a relation of the torque demand Tr * the range in values 0 or more, the formula (4), the power input to and output power output by the motor MG1 and (Tm1 · Nm1) by the motor MG2 (Tm2 · Nm2 ) Is within the range of the input / output limits Win and Wout of the battery 50. FIG. 7 is an explanatory diagram showing an example of torque limits Tm1min and Tm1max of the motor MG1. The torque limits Tm1min and Tm1max can be obtained as the maximum value and the minimum value of the torque Tm1 in the region indicated by the oblique lines in the figure. Note that when the torque demand Tr * is a positive value, as can be seen from Figure 7, the torque - and (Tm1 / ρ) and the sum of the torque Tm2 becomes the required torque Tr * relationship with the power (Tm1 · Nm1) Power the sum of (Tm2 · Nm2) and sets the drive point of the motor MG1 to satisfy the relation of the input limit Win of the battery 50 to the torque limit Tm1min, a torque (- Tm1 / ρ) and the sum value of the torque Tm2 0 The driving point of the motor MG1 that satisfies the relationship and the relationship in which the sum of the power ( Tm1 · Nm1) and the power ( Tm2 · Nm2) becomes the output limit Wout of the battery 50 is set to the torque limit Tm1max.

0 ≦ -Tm1 / ρ + Tm2 ≦ Tr * (3)
Win ≦ Tm1, Nm1 + Tm2, Nm2 ≦ Wout (4)
Tm1 * = max (min (Tm1tmp, Tm1max), Tm1min) (5)

  Next, an excess condition flag in which a value 0 is set as an initial value and an excess condition in which the provisional torque Tm1tmp of the motor MG1 exceeds the torque limit Tm1min (is smaller than the torque limit Tm1min) is established. The value of F is checked (step 160). When the excess condition flag F is 0, the temporary torque Tm1tmp of the motor MG1 is compared with the torque limit Tm1min (step S170). The process in step S160 is a process for determining whether or not the excess condition has been established, and the process in step S170 is a process for determining whether or not the excess condition has been established. Note that when the excess condition is likely to be satisfied, the engine 22 has a high density of air (air density) drawn into the engine 22 such as when the intake air temperature Ta of the engine 22 is low or when the atmospheric pressure Pa is high. When the output (power and torque) from 22 is likely to be larger than the required value, the battery 50 is low temperature (for example, −10 ° C. or lower, −15 ° C. or lower) or high temperature (for example, 40 ° C. or higher or 45 ° C.). For example, when the input / output limits Win and Wout of the battery 50 are restricted relatively large (when a relatively small value is set as an absolute value).

  If the excess condition flag F is 0 in step S160 and the temporary torque Tm1tmp of the motor MG1 is greater than or equal to the torque limit Tm1min in step S170 (when the temporary torque Tm1tmp does not exceed the torque limit Tm1min), the excess condition is satisfied. If the excess condition is not satisfied, the temporary required power Petmp is set to the required power Pe * (step S310), and the torque command Tm1 * of the motor MG1 is changed to the planetary gear as shown in the following equation (6). The torque divided by the gear ratio ρ of 30 is added to the required torque Tr * to calculate a temporary torque Tm2tmp as a temporary value of the torque to be output from the motor MG2 (step S330), and the expressions (7) and (8) As shown, the input / output limits Win and Wout of the battery 50 and the torque command Tm1 of the motor MG1 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 S340), and as shown in the equation (9), the temporary torque Tm2tmp is limited by the torque limits Tm2min and Tm2max, and a torque command Tm2 * as a torque to be output from the motor MG2 is set (step S350). ). Here, Expression (6) can be easily derived from the alignment chart of FIG.

Tm2tmp = Tr * + Tm1 * / ρ (6)
Tm2min = (Win-Tm1 * ・ Nm1) / Nm2 (7)
Tm2max = (Wout-Tm1 * ・ Nm1) / Nm2 (8)
Tm2 * = max (min (Tm2tmp, Tm2max), Tm2min) (9)

  When the required power Pe *, the target engine speed Ne * of the engine 22 and the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are thus set, the required power Pe * and the target engine speed Ne * of the engine 22 are transmitted to the engine ECU 24. The torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S360), and this routine is terminated. The engine ECU 24 that has received the required power Pe * and the target rotational speed Ne * of the engine 22 calculates the target torque Te * of the engine 22 by dividing the required power Pe * by the target rotational speed Ne * of the engine 22. The intake air amount control, fuel injection control, ignition control, and the like of the engine 22 are performed so that the engine 22 is operated at an operation point (target operation point) composed of the target rotational speed Ne * and the target torque Te *. The motor ECU 40 that receives the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 performs switching control of the switching elements of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *. .

  When the excess condition flag F is 0 in step S160 and the temporary torque Tm1tmp of the motor MG1 is smaller than the torque limit Tm1min in step S170 (when the temporary torque Tm1tmp exceeds the torque limit Tm1min), the excess condition is satisfied. And the value 1 is set to the excess condition flag F (step S180). When the temporary torque Tm1tmp of the motor MG1 is smaller than the torque limit Tm1min, the torque limit Tm1min larger than the temporary torque Tm1tmp (small in absolute value) is set to the torque command Tm1 * of the motor MG1 to control the motor MG1. Become. In general, the motor MG1 is more responsive than the engine 22. Therefore, when the excess condition is satisfied, the temporary torque Tm1tmp is not output from the motor MG1 (the torque in the direction for pressing down the rotational speed Ne of the engine 22 is insufficient), so that the rotational speed Ne of the engine 22 is larger than the target rotational speed Ne *. It is considered to be.

  After setting the excess condition flag F to 1 in step 180 or when the excess condition flag F is 1 in step S160, the rotational speed Ne is subtracted from the target rotational speed Ne * of the engine 22 to calculate the differential rotational speed ΔNe. At the same time (step S190), the calculated differential rotational speed ΔNe is compared with the value 0 (step S200).

  When the differential rotational speed ΔNe is less than 0 (when the rotational speed Ne of the engine 22 is larger than the target rotational speed Ne *), the differential rotational speed ΔNe is used to calculate the correction value α using the following equation (10). The proportional term value αp is calculated (step S210), and the integral term value αi is calculated by the equation (11) using the differential rotation speed ΔNe and the previous value (previous αi) of the integral term used for calculating the correction value α. The sum of the calculated proportional term value αp and the integral term value αi is calculated as the correction value α (step S270). Here, Equations (10) and (11) are equations for calculating a proportional term and an integral term, respectively, in the rotational speed feedback control so that the rotational speed Ne of the engine 22 becomes the target rotational speed Ne *. “K3” (> 0) in Expression (10) is the gain of the proportional term, and “k4” (> 0) in Expression (11) is the gain of the integral term. Now, since the case where the differential rotation speed ΔNe is less than 0 is considered, both the value αp of the proportional term and the value αi of the integral term are negative values, and the correction value α is a negative value.

αp = k3 ・ ΔNe (10)
αi = previous αi + k4 ・ ΔNe (11)

  Then, the calculated correction value α is added to the temporary required power Petmp to calculate the corrected required power Pead (Step S280), and the calculated corrected required power Pead is compared with the temporary required power Petmp (Step S290). When the correction value α is a negative value, the corrected power Pead is smaller than the temporary required power Petmp.

  When the corrected required power Pead is less than the temporary required power Petmp, the corrected required power Pead is set to the required power Pe * (step S320), and the torque command Tm2 * of the motor MG2 is set (steps S330 to S350). The power Pe * and the target rotational speed Ne * of the engine 22 are transmitted to the engine ECU 24, the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S360), and this routine is terminated. .

  In this way, when the engine speed Ne of the engine 22 is greater than the target engine speed Ne * after the excess condition is satisfied, the engine speed feedback control for making the engine speed Ne become the target engine speed Ne *. By setting the negative correction value α by the above, and setting the corrected correction power Pead obtained by adding the set correction value α to the temporary required power Petmp to the required power Pe * to control the engine 22, The rotational speed of the engine 22 is suppressed by preventing the rotational speed Ne from blowing up as compared with the target rotational speed Ne * or excessively generating electric power generated by the motor MG1 (excessive power is input to the battery 50). Ne can be made equal to or less than the target rotational speed Ne *.

  When the difference rotational speed ΔNe is equal to or greater than 0 in step S200 (when the rotational speed Ne of the engine 22 is equal to or less than the target rotational speed Ne *), a value 0 is set as the proportional term value αp (step S230), The temporary torque Tm1tmp of MG1 is compared with the torque limit Tm1min (step S240).

  When the temporary torque Tm1tmp is less than the torque limit Tm1min (when the temporary torque Tm1tmp exceeds the torque limit Tm1min), the previous value of the integral term (previous αi) is held (step S250), and the value αp (value of the proportional term) 0) and the value αi of the integral term are calculated as a correction value α (step S270), and the calculated correction value α is added to the provisional required power Petmp to calculate a corrected required power Pead (step S280). In this case, the correction value α holds the previous correction value (previous α). When the rotational speed Ne of the engine 22 decreases from a state higher than the target rotational speed Ne * and becomes substantially equal to the target rotational speed Ne *, the integral term value αi (correction value α) is the target rotational speed Ne. It is a negative value due to the influence when it is higher than the rotational speed Ne *.

  On the other hand, when the torque limit Tm1min is equal to or greater than the torque limit Tm1min (when the temporary torque Tm1tmp does not exceed the torque limit Tm1min), the positive change value Δαi is added to the previous value of the integral term (previous αi). The integral term value αi is calculated (step S260), the sum of the proportional term value αp (value 0) and the integral term value αi is calculated as the correction value α (step S270), and the calculated correction value α is temporarily calculated. In addition to the required power Petmp, the corrected required power Pead is calculated (step S280). In this case, the corrected required power Pead becomes a value that is close to the temporary required power Petmp by the change value Δαi as compared to the previous corrected required power (previous Lead). Here, the change value Δαi is such that the correction value α is increased (decreased as an absolute value) at an execution interval (for example, every several msec) of this routine. Details of the change value Δαi will be described later.

  When the corrected required power Pead is calculated in this way, the calculated corrected required power Pead is compared with the temporary required power Petmp (step S290). When the corrected required power Pead is less than the temporary required power Petmp, the corrected required power Pead is calculated. The required power Pe * is set (step S320), the processing of steps S330 to S360 is executed, and this routine is terminated.

  Therefore, after the excess condition is satisfied, when the rotational speed Ne of the engine 22 is equal to or less than the target rotational speed Ne * and the temporary torque Tm1tmp of the motor MG1 is equal to or greater than the torque limit Tm1min (when the temporary torque Tm1tmp does not exceed the torque limit Tm1min). In this case, the correction value α is increased by a positive change value Δαi. By the way, if the rate of increase of the correction value α (the amount of increase per execution interval of this routine) is large, the rate of increase when the required power Pe * approaches the temporary required power Petmp becomes too large depending on the degree. There are cases where the rotational speed Ne of 22 fluctuates relatively greatly. Therefore, in the embodiment, the change value Δαi is a value determined in advance by experiment or analysis so as to suppress the rotational fluctuation of the engine 22, for example, a value that tends to decrease as the target rotational speed Ne * of the engine 22 decreases. It was supposed to be used. By such control, it is possible to suppress the rotational fluctuation of the engine 22 when the corrected required power Pead (required power Pe *) is brought close to the temporary required power Petmp. The smaller the target rotational speed Ne * of the engine 22 is, the smaller the change value Δαi is. The smaller the target rotational speed Ne * of the engine 22 is, the larger the correction value α is (the post-correction required power Pead is set as the temporary required power Petmp). This is based on the reason that the rotational speed Ne of the engine 22 is considered to fluctuate easily. The change value Δαi may be a fixed value.

  In this way, the corrected required power Pead is gradually increased (approached to the temporary required power Petmp), and if it is determined in step S290 that the corrected required power Pead is equal to or higher than the temporary required power Petmp, the excess condition flag F is set to a value. 0 is set (step S300), the temporary required power Petmp is set to the required power Pe * (step S310), the processing of steps S330 to S360 is executed, and this routine is terminated.

  According to the hybrid vehicle 20 of the embodiment described above, after the excess condition that the provisional torque Tm1tmp of the motor MG1 exceeds the torque limit Tm1min is satisfied, it is obtained by subtracting the rotation speed Ne from the target rotation speed Ne * of the engine 22. When the differential rotational speed ΔNe is less than 0, a negative correction value α is set by feedback control using a proportional term and an integral term so that the differential rotational speed ΔNe becomes 0, and the differential rotational speed ΔNe is 0 or more. When the temporary torque Tm1tmp exceeds the torque limit Tm1min, the correction value α is held. When the differential rotational speed ΔNe is 0 or more and the temporary torque Tm1tmp does not exceed the torque limit Tm1min, the change value Δαi from the previous correction value (previous α). Is set to a new correction value α, and the set correction value α is added to the temporary required power Petmp. Therefore, when the engine speed Ne is greater than the target engine speed Ne *, the engine speed Ne is set to the target engine speed Ne *. As compared with the above, it is possible to prevent the electric power generated by the motor MG1 from blowing up excessively or the electric power generated by the motor MG1 from becoming excessively large (excessive electric power is input to the battery 50). In the following cases, the rotation fluctuation of the engine 22 when the corrected required power Pead (required power Pe *) is brought close to the temporary required power Petmp can be suppressed.

  In the hybrid vehicle 20 of the embodiment, after the excess condition is satisfied, the corrected required power Pead is calculated by adding the correction value α corresponding to the difference rotational speed ΔNe to the temporary required power Petmp. The corrected required power Pead may be calculated by adding the correction value β corresponding to the target rotational speed Ne * of the engine 22 and the allowable upper limit rotational speed Nelim to the temporary required power Petmp. Here, the allowable upper limit rotational speed Nelim is, for example, a rated upper limit rotational speed Nelim1 (for example, 5000 rpm or 6000 rpm) of the engine 22 and a rated upper limit rotational speed Nm1lim (for example, 11000 rpm or 1200 rpm) of the motor MG1. Of the upper limit rotational speed Nelim2 of the engine 22 converted by the following equation (12) using the rotational speed Nm1lim, the rotational speed Nr of the drive shaft 36 (the rotational speed Nm2 of the motor MG2), and the gear ratio ρ of the planetary gear 30 is smaller. Can be used.

  Nelim2 = (ρ ・ Nm1lim + Nm2) / (1 + ρ) (12)

  An example of the drive control routine (second half) in this case is shown in FIG. This routine is the same as the drive control routine of FIGS. 2 and 3 except that the processes of steps S400 to S420 are executed instead of the process of step S280. Therefore, the same process is given the same step number, and the detailed description thereof is omitted.

  In the drive control routine (second half portion) of FIG. 8, when the correction value α is calculated in step S270, the target upper speed Ne * is subtracted from the allowable upper limit speed Nelim of the engine 22, and the allowable upper limit speed of the target speed Ne *. A rotation speed margin Nemg as a margin for Nelim is calculated (step S400), a correction value β is set based on the calculated rotation speed margin Nemg (step S410), and the correction value α and the correction value β are temporarily set. In addition to the required power Petmp, the corrected required power Pead is calculated (step S420), and the processes after step S290 are executed. Here, in this modified example, the rotation speed margin Nemg and the correction value β are previously determined and stored in a ROM (not shown) as a correction value setting map, and the rotation speed margin Nemg is given as the correction value β. The corresponding correction value β is derived from the stored map and set. An example of the correction value setting map is shown in FIG. As shown in FIG. 9, the correction value β is set to tend to decrease from the value 0 (increase to the negative side) as the rotation speed margin Nemg decreases in a region below a predetermined value Nemgref (for example, several hundred rpm). To do. By calculating the corrected required power Pead using the correction value β set in this way, it is possible to prevent the engine speed Ne from exceeding the allowable upper limit engine Nelim. In the embodiment, since the correction value β is not taken into consideration, when the correction value α reaches the value 0 or more, the corrected required power Pead becomes the temporary required power Petmp or more and the excess condition flag F is set to the value 0. However, in this modification, when the sum of the correction value α and the correction value β reaches a value of 0 or more, the corrected required power Pead becomes equal to or higher than the temporary required power Petmp, and the excess condition flag F is set. The value will be switched to 0.

  In the hybrid vehicle 20 of the embodiment, after the excess condition is satisfied, when the differential rotational speed ΔNe is less than 0, the proportional term value αp and the integral term value αi are calculated by the above formulas (10) and (11). When the differential rotation speed ΔNe is greater than or equal to 0, the value 0 is set to the value αp of the proportional term and the change value Δαi is added to the previous value (previous αi) or the previous value (previous αi) to the integral term value αi Although (previous αi + Δαi) is set, the value αp of the proportional term and the value αi of the integral term may be calculated by the equations (10) and (11) regardless of the differential rotation speed ΔNe. An example of the drive control routine (second half) in this case is shown in FIG. This routine is the same as the drive control routine of FIGS. 2 and 3 except that the processes of steps S500 to S550 are executed instead of the processes of steps S200 to S260. Therefore, the same process is given the same step number, and the detailed description thereof is omitted.

  In the drive control routine (second half) of FIG. 10, when the differential rotation speed ΔNe is calculated in step S190, the temporary torque Tm1tmp of the motor MG1 is compared with the torque limit Tm1min (step S500), and the temporary torque Tm1tmp is less than the torque limit Tm1min. Time (when the temporary torque Tm1tmp exceeds the torque limit Tm1min), predetermined values k31 and k41 are set as proportional values and gains k3 and k4 of the integral terms as appropriate values determined in advance through experiments and analyzes ( In step S510, the value of the proportional term αp is calculated by the equation (10) using the differential rotational speed ΔNe and the proportional term gain k3 (step S540), and the differential rotational speed ΔNe, the integral term gain k4 and the integral term are calculated. The value αi of the integral term is calculated by the equation (11) using the previous value (previous αi) of 550), to calculate the sum of the values αp of the calculated proportional term and the value αi of the integral term as a correction value alpha (Step S270), step S280 to execute the subsequent processing.

  When the temporary torque Tm1tmp is equal to or greater than the torque limit Tm1min in step S500 (when the temporary torque Tm1tmp does not exceed the torque limit Tm1min), the temporary torque Tm1tmp is subtracted from the torque limit Tm1min to obtain a margin of the temporary torque Tm1tmp relative to the torque limit Tm1min. Torque margin Tm1mg is calculated (step S520), and proportional and integral term gains k3 and k4 are set based on the calculated torque margin Tm1mg (step S530), and the processing after step S540 is executed. In this case, the gains k3 and k4 of the proportional term and the integral term are set so as to decrease as the torque margin Tm1 mg decreases. As a result, when the temporary torque Tm1tmp is equal to or greater than the torque limit Tm1min, the correction value α does not change so much when the torque margin Tm1mg is small (when the temporary torque Tm1tmp is not so large with respect to the torque limit Tm1min). When the torque margin Tm1mg is large (when the temporary torque Tm1tmp has a certain margin with respect to the torque limit Tm1min), the correction value α changes relatively large.

  When the torque margin Tm1mg is close to the value 0, there is a possibility that the temporary torque Tm1tmp again exceeds the torque limit Tm1min due to a change in the correction value α (corrected required power Pead) or the like. Accordingly, by setting the correction value α using the proportional term and the gains k3 and k4 of the integral term that tend to be smaller as the torque margin Tm1mg is smaller, when the temporary torque Tm1tmp again exceeds the torque limit Tm1min, the engine Thus, it is possible to prevent the rotational speed Ne of 22 from being blown up more than the target rotational speed Ne * or the power generated by the motor MG1 from becoming too large (excessive power is input to the battery 50).

In the hybrid vehicle 20 of the embodiment, in determining whether or not the temporary torque Tm1tmp of the motor MG1 exceeds the torque limit, the torque ( −Tm1 / ρ) output from the motor MG1 and acting on the drive shaft 36 via the planetary gear 30 is determined . ) And the torque Tm2 output from the motor MG2 to the drive shaft 36 is the required torque Tr *, and the power ( Tm1 · Nm1) input / output by the motor MG1 and the power input / output by the motor MG2 ( The torque limit Tm1min that is set so as to satisfy the relationship that the sum of Tm2 and Nm2) is the input limit Win of the battery 50 is used, but instead of or in addition to this, at the rotational speed Nm1 of the motor MG1 The negative maximum rated torque Tm1min2 may be used.

  In the hybrid vehicle 20 of the embodiment, the power from the motor MG2 is output to the drive shaft 36. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. 11, the drive shaft 36 transmits the power from the motor MG2. It may be output to an axle (an axle connected to the wheels 39a and 39b in FIG. 11) different from the connected axle (the axle to which the drive wheels 38a and 38b are connected).

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the engine 22 corresponds to the “engine”, the motor MG1 corresponds to the “first motor”, the planetary gear 30 corresponds to the “planetary gear”, the motor MG2 corresponds to the “second motor”, and the battery 50 Corresponds to the “battery”, the HVECU 70 that executes the drive control routine of FIGS. 2 and 3, and the engine ECU 24 that receives the required power Pe * and the target engine speed Ne * of the engine 22 from the HVECU 70 and controls the engine 22. The motor ECU 40 that receives the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 from the HVECU 70 and controls the motors MG1 and MG2 corresponds to “control means”.

  Here, the “engine” is not limited to the engine 22 that outputs power using gasoline or light oil as a fuel, and may be any type of engine. The “first motor” is not limited to the motor MG1 configured as a synchronous generator motor, and may be any type of motor. The “planetary gear” is not limited to the planetary gear 30 (single pinion type planetary gear), but includes a drive shaft connected to the axle, such as a double pinion type planetary gear or a combination of a plurality of planetary gears. Any type of planetary gear can be used as long as three rotating elements are connected to the output shaft of the engine and the rotating shaft of the first motor so that the driving shaft, the output shaft and the rotating shaft are arranged in this order on the alignment chart. I do not care. The “second motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any type of motor as long as it can input and output power to the drive shaft. The “battery” is not limited to the battery 50 configured as a lithium ion secondary battery, and the first motor, the second motor, and the electric power such as a nickel hydride secondary battery, a nickel cadmium secondary battery, and a lead storage battery. Any type of battery may be used as long as the exchange is possible. 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, as the “control means”, after the excess condition that the temporary torque Tm1tmp of the motor MG1 exceeds the torque limit Tm1min is satisfied, the differential speed ΔNe obtained by subtracting the speed Ne from the target speed Ne * of the engine 22 is established. When the value is less than 0, a negative correction value α is set by feedback control using a proportional term and an integral term so that the differential rotational speed becomes 0. The differential rotational speed ΔNe is 0 or more and the temporary torque Tm1tmp is the torque. When the limit Tm1min is exceeded, the correction value α is held, and when the differential rotational speed ΔNe is 0 or more and the temporary torque Tm1tmp does not exceed the torque limit Tm1min, a value larger than the previous correction value (previous α) by a change value Δαi is newly added. Is set to a correct correction value α, and the corrected required power Pead obtained by adding the set correction value α to the temporary required power Petmp is obtained. The first motor target torque is set so that the engine rotates at the target engine speed corresponding to the required power to be output from the engine. The engine is controlled so that the required power is output from the engine, and the first motor is controlled so that the torque obtained by limiting the first motor target torque by torque limitation is output from the first motor, and the first motor target After the excess condition that the torque exceeds the torque limit is satisfied, the differential rotational speed is proportional to the value 0 in the first state where the differential rotational speed obtained by subtracting the engine rotational speed from the engine target rotational speed is less than 0. A negative correction value is set by feedback control using a term and an integral term, and the first motor target torque is torque limited when the differential rotation speed is 0 or more. The correction value is retained when the second state is exceeded, and is corrected so as to increase gradually as the third state is continued in the third state where the differential rotational speed is 0 or more and the first motor target torque does not exceed the torque limit. Any value may be used as long as the engine is controlled so that the corrected power obtained by setting the value and adding the correction value to the required power is output from the engine.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. Therefore, the elements of the invention described in the column of means for solving the problems are not limited. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

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

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

  20, 120 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 30 planetary gear, 36 drive shaft, 37 differential gear, 38a, 38b drive wheel, 39a, 39b wheel, 40 motor electronics Control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51a voltage sensor, 51b current sensor, 51c temperature sensor, 52 battery electronic control unit (battery ECU), 70 hybrid electronics Control unit (HVECU), 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 6 brake pedal position sensor, 88 vehicle speed sensor, MG1, MG2 motor.

Claims (5)

An engine, a first motor, a drive shaft connected to an axle, an output shaft of the engine, and a rotation shaft of the first motor have three rotation elements on the nomographic chart, the drive shaft, the output shaft, A planetary gear connected to be arranged in order of the rotation shaft, a second motor capable of inputting / outputting power to / from the drive shaft, a battery capable of exchanging electric power with the first motor and the second motor, and an output from the engine A first motor target torque is set so that the engine rotates at a target engine speed corresponding to the required power to be controlled, the engine is controlled so that the required power is output from the engine, and the first motor target torque is set. and a control means for controlling the first motor so that the torque obtained by limited by the torque limit consisting of the lower limit value and the upper limit value is output from the first motor In the hybrid vehicle,
The control means has a differential rotational speed obtained by subtracting the engine rotational speed from the engine target rotational speed after the excess condition that the first motor target torque exceeds the lower limit value of the torque limit is satisfied. In the first state, a negative correction value is set by feedback control using a proportional term and an integral term so that the differential rotational speed becomes a value of 0. From the first state, the differential rotational speed is a value of 0 or more. When the first motor target torque shifts to a second state where the torque limit exceeds the lower limit value of the torque limit , the correction value is held in the second state, and the differential rotational speed is 0 or more from the second state. When the first target motor torque is shifted to the third state does not exceed the lower limit value of the torque limit, the third state setting the correction value to be gradually increased in accordance with the continuation of the third state, the A means for controlling the engine to the corrected power obtained a positive value in addition to the required power is output from the engine,
Hybrid car. The hybrid vehicle according to claim 1,
The control means outputs the corrected power from the engine until the corrected power reaches the required power after the excess condition is satisfied and the engine speed is greater than the engine target speed. Is a means to control
Hybrid car. A hybrid vehicle according to claim 1 or 2,
In the third state, after the excess condition is established, the control means newly increases a value that is increased from the previous correction value by a positive change value that tends to decrease as the engine target speed decreases. A means for setting a correction value,
Hybrid car. A hybrid vehicle according to any one of claims 1 to 3,
When the engine target rotational speed is equal to or higher than a rotational speed threshold lower than the allowable upper limit rotational speed after the excess condition is satisfied, the control means causes the correction value and the engine target rotational speed to approach the allowable upper limit rotational speed. A means for controlling the engine such that the corrected power obtained by adding the second correction value, which tends to increase toward the negative side, to the required power is output from the engine,
Hybrid car. A hybrid vehicle according to any one of claims 1 to 4,
The lower limit value of the torque limit is the sum of the torque output from the first motor and acting on the drive shaft via the planetary gear and the torque output from the second motor to the drive shaft. And the relationship that the sum of the power input / output by the first motor and the power input / output by the second motor becomes the input limit of the battery. Is a limitation,
Hybrid car.

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