JP5939196B2 - Automobile - Google Patents

Description

  The present invention relates to an automobile, and more particularly, to an automobile provided with an engine and shift transmission means for continuously transmitting power from the engine to a drive shaft connected to an axle.

  Conventionally, this type of automobile includes an engine and a continuously variable transmission that continuously transmits power from the engine and transmits it to the drive shaft of the vehicle. When the required driving force increases, the required driving is performed on the operation line. An operating point on the operating line that can realize the force, and an intermediate operating point that can achieve the required driving force and the engine speed is a value between the current rotational speed and the operating point on the operating line, There has been proposed an engine in which control is performed so that the engine is operated at an operation point on the operation line after control is performed so that the engine is operated at an intermediate operation point (see, for example, Patent Document 1). In this automobile, the intermediate operating point is set so that the engine speed increases as the vehicle speed increases, so that the driver feels acceleration and drivability is improved.

JP 2010-13003 A

  In the above-mentioned automobile, when the vehicle speed is likely to rise smoothly in response to an increase in the required driving force, such as when traveling on a flat road or a downhill road, the engine speed increases smoothly as the vehicle speed increases. When the vehicle speed is difficult to increase due to an increase in the required driving force, such as during driving, the engine speed does not increase smoothly, and drivability may be deteriorated (the driver cannot be given sufficient acceleration). .

  The main object of the automobile of the present invention is to suppress the deterioration of drivability.

  The automobile of the present invention has taken the following means in order to achieve the main object described above.

The automobile of the present invention
An automobile, comprising: an engine; and transmission transmission means for continuously transmitting power from the engine to a drive shaft connected to an axle;
At the time of a predetermined acceleration request, a vehicle speed corresponding increase gradient that is an increase gradient of the engine speed corresponding to a vehicle speed increase, and a time response increase gradient that is an increase gradient of the engine speed corresponding to the passage of time. A control means for setting the larger one as a target ascending gradient and controlling the engine and the shift transmission means so that the engine runs while the engine speed increases using the set target ascending slope;
It is a summary to provide.

  In the automobile of the present invention, when a predetermined acceleration request is made, a vehicle speed-related increase gradient that is an increase gradient of the engine speed corresponding to an increase in vehicle speed and a time-related increase that is an increase gradient of the engine speed corresponding to the passage of time. The larger one of the gradients is set as a target ascending gradient, and the engine and shift transmission means are controlled so as to travel while the engine speed increases using the set target ascending gradient. Thereby, even when the vehicle speed is difficult to increase at the time of a predetermined acceleration request, it is possible to give the driver an acceleration feeling and to suppress the deterioration of drivability.

  In such an automobile according to the present invention, the time-corresponding ascending gradient may be determined in advance as a gradient capable of giving the driver an acceleration feeling on an uphill when the predetermined acceleration is requested. In addition, the time-corresponding ascending gradient is predetermined as a value that is smaller on a flat road and larger on an uphill road than the vehicle speed-corresponding ascending gradient when the predetermined acceleration is requested. You can also.

  Further, the automobile of the present invention includes a motor capable of outputting driving power and a battery capable of exchanging electric power with the motor, and the control means has a temperature of the battery at the time of the predetermined acceleration request. The lower limit rotational speed of the engine is set to be larger when the temperature is higher than a predetermined temperature lower than the limit start temperature at which the limit of the allowable input / output power of the battery is started, and when the temperature is lower than the predetermined temperature, the setting The engine speed may be controlled so as to increase within a range equal to or higher than the lower limit rotational speed. The lower the engine speed, the smaller the output power from the engine and the greater the power output from the battery and the more likely the battery temperature rises.By setting the lower speed limit in this way, the battery temperature is limited. It can suppress reaching more than start temperature. In the vehicle of the present invention of this aspect, the control means tends to be smaller when the temperature of the battery is higher than the predetermined temperature than when it is lower than the predetermined temperature when the predetermined acceleration is requested. The upper limit engine speed may be set, and the engine speed may be controlled to increase within a range equal to or less than the set upper engine speed. The higher the engine speed, the greater the output power from the engine, and the greater the power input to the battery, the more likely the temperature of the battery rises.By setting the upper speed limit in this way, the battery temperature is limited. It can suppress reaching more than start temperature.

  The automobile of the present invention further includes a motor capable of outputting driving power and a battery capable of exchanging electric power with the motor, and the control means has a temperature of the battery during the predetermined acceleration request. When the upper limit number of revolutions of the engine is set to be smaller than when the temperature is lower than the predetermined temperature when the temperature is higher than a predetermined temperature lower than the limit start temperature at which the limit of the allowable input / output power of the battery is started, The engine speed may be controlled so as to increase within a range equal to or lower than the upper limit engine speed. The higher the engine speed, the greater the output power from the engine, and the greater the power input to the battery, the more likely the temperature of the battery rises.By setting the upper speed limit in this way, the battery temperature is limited. It can suppress reaching more than start temperature.

  In the vehicle of the present invention having these motors and a battery, the shift transmission means includes a planetary gear in which three rotating elements are connected to the drive shaft, the output shaft of the engine, and a third shaft, and the battery. And a second motor that can exchange electric power and has a rotor connected to the third shaft.

  Alternatively, in the automobile of the present invention, when the predetermined acceleration request, the control means, the target ascending gradient, and an accelerator corresponding change gradient that is a change gradient of the engine speed corresponding to a change in the accelerator operation amount, It is also possible to set the target rotational speed of the engine by using and to control the engine. If it carries out like this, the acceleration feeling can be given to a driver reflecting the change of the amount of accelerator operation.

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 explanatory drawing which shows an example of the relationship between battery temperature Tb and basic input / output restrictions Wintmp, Wouttmp. It is explanatory drawing which shows an example of the relationship between the electrical storage ratio SOC of the battery 50, the output restriction correction coefficient kout, and the input restriction correction coefficient kin. It is a flowchart which shows an example of the drive control routine performed by HVECU70 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. 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 a target driving | operation point setting process. It is explanatory drawing which shows an example of the operation line of the engine 22, and a mode that the fuel consumption rotation speed Neef and the fuel consumption torque Tef are set. It is explanatory drawing which shows an example of the map for accelerator corresponding rotation speed setting. It is explanatory drawing which shows an example of the map for target virtual reduction ratio setting. It is explanatory drawing which shows an example of the relationship between battery temperature Tb and the upper-and-lower-limit rotation speed Nemax (bat) and Nemin (bat) of the engine 22. It is explanatory drawing which shows an example of the relationship between electrical storage ratio SOC, the upper limit correction coefficient kmax, and the lower limit correction coefficient kmin. It is explanatory drawing which shows an example of the mode of the time change of the target rotation speed Ne * of the engine 22 when performing an acceleration feeling effect process. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. It is a block diagram which shows the outline of a structure of the motor vehicle 220 of 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 carrier 34 is connected to a crankshaft 26 as an output shaft 22 via a damper 28 and a plurality of pinion gears 33 is connected to the crankshaft 26, and is connected to drive wheels 63a and 63b via a differential gear 62 and a gear mechanism 60. A planetary gear 30 in which a ring gear 32 is connected to a ring gear shaft 32a as a shaft, a motor MG1 configured as, for example, a known synchronous generator motor and having a rotor connected to the sun gear 31 of the planetary gear 30, and a known synchronous generator motor, for example. Constructed as ring shaft as drive shaft The motor MG1, MG2 is controlled by controlling a motor MG2 having a rotor connected to the shaft 32a via a reduction gear 35, inverters 41, 42 for driving the motors MG1, MG2, and switching elements of the inverters 41, 42. A motor electronic control unit (hereinafter referred to as a motor ECU) 40 that controls the driving of the motor, a battery 50 that is configured as, for example, a lithium ion secondary battery and exchanges power with the motors MG1 and MG2 via the inverters 41 and 42, and a battery 50, a battery electronic control unit (hereinafter referred to as a battery ECU) 52 for managing 50 and a hybrid electronic control unit (hereinafter referred to as an HVECU) 70 for controlling the entire vehicle.

  Although not shown, the engine ECU 24 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . The engine ECU 24 receives signals from various sensors that detect the operating state of the engine 22, 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 opening TH 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 Attached to 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. The engine ECU 24 performs various operations for driving the engine 22. Control signal, for example, a drive signal to the fuel injection valve, a drive signal to the throttle motor that adjusts the position of the throttle valve, a control signal to the ignition coil integrated with the igniter, and a variable that can change the opening / closing timing of the intake valve A control signal or the like to the 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 installed between the terminals of the battery 50 or an electric power line connected to the output terminal of the battery 50. The charge / discharge current Ib from the current sensor (a positive value when discharging from the battery 50), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input. Data regarding the state is transmitted to the HVECU 70 by communication. Further, in order to manage the battery 50, the battery ECU 52 is a power storage that is a ratio of the capacity of the electric power that can be discharged from the battery 50 at that time based on the integrated value of the charge / discharge current Ib detected by the current sensor. The ratio SOC is calculated, and the input / output limits Win and Wout, which are the maximum allowable input / output power that may charge / discharge the battery 50, are calculated based on the calculated storage ratio SOC and the battery temperature Tb. The input / output limits Win, Wout of the battery 50 are set as basic input / output limits Wintmp, Wouttmp as basic values of the input / output limits Win, Wout based on the battery temperature Tb, and based on the storage rate SOC of the battery 50. The input / output limiting correction coefficients kin and kout are set, and the set basic input / output limiting Wintmp and Wouttmp are multiplied by the input / output limiting correction coefficients kin and kout. FIG. 2 shows an example of the relationship between the battery temperature Tb and the basic input / output limits Wintmp, Wouttmp, and FIG. 3 shows an example of the relationship between the storage ratio SOC of the battery 50, the output limiting correction coefficient kout, and the input limiting correction coefficient Kin. Shown in

  As shown in FIG. 2, the basic input / output limits Wintmp and Wouttmp are set to values −W1 and W1 when the battery temperature Tb is equal to or lower than a predetermined temperature Tb1 (for example, 48 ° C., 50 ° C., 52 ° C., etc.) In a region where the temperature Tb is higher than the predetermined temperature Tb1, the absolute value decreases from the value W1 toward the value 0 and becomes constant at the value 0 as the battery temperature Tb increases. As shown in FIG. 3, the output limiting correction coefficient kout is set to a value of 1 in a region where the storage ratio SOC is equal to or higher than a predetermined ratio S1 (for example, 35%, 40%, 45%, etc.), and the storage ratio SOC is predetermined. In the region less than the ratio S1, the value is set so as to decrease from the value 1 toward the value 0 as the power storage ratio SOC decreases and to be constant at the value 0. The input restriction correction coefficient kin is set to a value of 1 in an area where the storage ratio SOC is equal to or less than a predetermined ratio S2 (for example, 55%, 60%, 65%, etc.), and the storage ratio SOC is greater than the predetermined ratio S2. Then, the larger the power storage ratio SOC, the smaller the value from 1 to 0, and the constant value 0 is set. Therefore, the output limit Wout becomes the value W1 when the battery temperature Tb is equal to or lower than the predetermined temperature Tb1 and the storage rate SOC is equal to or higher than the predetermined rate S1, and increases when the battery temperature Tb is higher than the predetermined temperature Tb1. The absolute value becomes smaller as it becomes smaller in the area smaller than the ratio S1. The input limit Win is a value −W1 when the battery temperature Tb is equal to or lower than the predetermined temperature Tb1 and the power storage rate SOC is equal to or lower than the predetermined rate S2, and increases when the battery temperature Tb is higher than the predetermined temperature Tb1. The absolute value decreases as it increases in a region greater than the predetermined ratio S2.

  The HVECU 70 is configured as a microprocessor centered on the CPU 72, and includes a ROM 74 that stores a processing program, a RAM 76 that temporarily stores data, an input / output port, and a communication port in addition to the CPU 72. The HVECU 70 includes an ignition signal from the ignition switch 80, a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator opening degree from the accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. Acc, the brake pedal position BP from the brake pedal position sensor 86 that detects the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. As described above, the HVECU 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52.

  In the hybrid vehicle 20 of the embodiment thus configured, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal by the driver. The engine 22, the motor MG1, and the motor MG2 are controlled to be calculated so that the required power corresponding to the required torque Tr * is output to the ring gear shaft 32a. 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. Torque conversion is performed by the motor MG1 and the motor MG2, and the torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 to be output to the ring gear shaft 32a, and the sum of the required power and the power required for charging and discharging the battery 50 are 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. With the conversion, the required power becomes the ring gear shaft 32. Charge / discharge operation mode for driving and controlling the motor MG1 and the motor MG2 so as to be output to the motor, and a motor operation mode for controlling the operation so as to output the power corresponding to the required power from the motor MG2 to the ring gear shaft 32a by stopping the operation of the engine 22. and so on.

  Next, the operation of the thus configured hybrid vehicle 20 of the embodiment will be described. FIG. 4 is a flowchart illustrating an example of a drive control routine executed by the HVECU 70 of the embodiment. This routine is repeatedly executed every predetermined time (for example, every several msec).

  When the drive control routine is executed, first, the CPU 72 of the HVECU 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speeds Nm1, Nm2 of the motors MG1, MG2, and the battery 50. Data necessary for control such as input / output restrictions Win and Wout are input (step S100). Here, the rotational speeds Nm1, Nm2 of the motors MG1, MG2 are calculated from the motor ECU 40 based on the rotational positions θm1, θm2 of the rotors of the motors MG1, MG2 detected by the rotational position detection sensors 43, 44. The input was made by communication. Further, the input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 and the storage ratio SOC of the battery 50 and are input from the battery ECU 52 by communication.

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

  Subsequently, a target rotational speed Ne * and a target torque Te * of the engine 22 are set by a target operation point setting process described later (step S120). Then, the motor MG1 torque command (previous Tm1 *) and the gear ratio of the planetary gear 30 (number of teeth of the sun gear 31 / number of teeth of the ring gear 32) ρ set in the process of step S170 described later when this routine is executed last time ρ Is used to calculate an output torque Test as a torque estimated to be output from the engine 22 according to the following equation (1) (step S130), and the target rotational speed Ne * of the engine 22 and the rotational speed of the ring gear shaft 32a are calculated. Using Nr (= Nm2 / Gr) and the gear ratio ρ of the planetary gear 30, the target rotational speed Nm1 * of the motor MG1 is calculated by the equation (2), and the calculated target rotational speed Nm1 * of the motor MG1 and the input motor MG1 Of the engine 22, the output torque Te of the engine 22, and the gear ratio ρ of the planetary gear 30. MG1 calculating a tentative torque Tm1tmp as a provisional value of the torque command Tm1 * of (step S140). 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 rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 (ring gear shaft 32a) obtained by dividing the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. The two thick arrows on the R-axis act on the ring gear shaft 32a output from the motor MG2 and applied to the ring gear shaft 32a via the planetary gear 30, and output from the motor MG2 and applied to the ring gear shaft 32a. Torque. Expressions (1) and (2) can be easily derived by using this alignment chart. Expression (3) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 * (rotating the engine 22 at the target rotational speed Ne *). One term is a feed-forward term, and the second and third terms on the right side are a feedback proportional term and an integral term. The first term on the right side can be easily derived using a collinear diagram. Also, “k1” in the second term on the right side is the gain of the proportional term, and “k2” in the third term on the right side is the gain of the integral term.

Teest = (1 + ρ) ・ previous Tm1 * / ρ (1)
Nm1 * = Ne * ・ (1 + ρ) / ρ-Nm2 / (Gr ・ ρ) (2)
Tm1tmp = -ρ ・ Teest / (1 + ρ) + k1 ・ (Nm1 * -Nm1) + k2 ・ ∫ (Nm1 * -Nm1) dt (3)

  Subsequently, as shown in the following equation (4), the torque command Tm1 * of the motor MG1 divided by the gear ratio ρ of the planetary gear 30 is added to the required torque Tr * and further divided by the gear ratio Gr of the reduction gear 35. Then, a temporary torque Tm2tmp as a temporary value of the torque command Tm2 * of the motor MG2 is calculated (step S150). Here, Expression (3) can be easily derived by using the alignment chart of FIG.

  Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (4)

  Then, 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 (5) and (6) (step S160). Here, the equation (5) is a relationship in which the total torque output from the motor MG1 and the motor MG2 to the ring gear shaft 32a is within a range from the value 0 to the required torque Tr *, and the equation (6) is This is a relationship in which the sum of the electric power input / output by the motor MG1 and the motor MG2 is within the range of the input / output limits Win, 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 temporary torque Tm1tmp in the region indicated by the oblique lines in the figure. As can be seen from FIG. 7, when the required torque Tr * is a positive value, the relationship between the motor MG1 and the motor MG2 that the sum of the torques output from the motor MG1 and the motor MG2 to the ring gear shaft 32a becomes the required torque Tr *. The driving point of the motor MG1 that satisfies the relationship that the sum of the electric power input and output by the battery 50 becomes the input limit Win of the battery 50 is set to the torque limit Tm1min, that is, the formula (7) obtained from the formula (5) and the formula (6) ) To calculate the torque limit Tm1min, and the relationship in which the sum of torques output from the motor MG1 and the motor MG2 to the ring gear shaft 32a is 0 and the sum of electric power input and output by the motor MG1 and the motor MG2 is the battery. The drive point of the motor MG1 that satisfies the relationship of 50 output limits Wout is set as the torque limit Tm1max. That that is, to calculate the torque limit Tm1max by equation (5) and (6) because the resulting formula (8).

0 ≦ -Tm1tmp / ρ + Tm2tmp ・ Gr ≦ Tr * (5)
Win ≦ Tm1tmp ・ Nm1 + Tm2tmp ・ Nm2 ≦ Wout (6)
Tm1min = (Win ・ Gr-Tr * ・ Nm2) / (Nm1 ・ Gr + Nm2 / ρ) (7)
Tm1max = Wout ・ Gr / (Nm1 ・ Gr + Nm2 / ρ) (8)

  When the torque limits Tm1min and Tm1max are thus set, as shown in the following equation (9), the temporary torque Tm1tmp of the motor MG1 is limited by the torque limits Tm1min and Tm1max, and the torque command Tm1 * of the motor MG1 is set (step S170). .

  Tm1 * = max (min (Tm1tmp, Tm1max), Tm1min) (9)

  Then, as shown in the following formulas (10) and (11), the motor MG1 obtained by multiplying the input / output limits Win, Wout of the battery 50 and the torque command Tm1 * of the motor MG1 by the current rotational speed Nm1 of the motor MG1. Is divided by the rotational speed Nm2 of the motor MG2, and torque limits Tm2min and Tm2max as upper and lower limits of the torque that may be output from the motor MG2 are calculated (step S180). As shown in (12), the torque command Tm2 * of the motor MG2 is set by limiting the temporary torque Tm2tmp of the motor MG2 with the torque limits Tm2min and Tm2max (step S190).

Tm2min = (Win-Tm1 * ・ Nm1) / Nm2 (10)
Tm2max = (Wout-Tm1 * ・ Nm1) / Nm2 (11)
Tm2 * = max (min (Tm2tmp, Tm2max), Tm2min) (12)

  When the target rotational speed Ne * of the engine 22 and the target torque Te * and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set in this way, the target rotational speed Ne * and the target torque Te * 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 S200), and this routine ends. The engine ECU 24 that has received the target engine speed Ne * and the target torque Te * of the engine 22 takes in the intake air amount of the engine 22 so that the engine 22 is operated at an operating point consisting of the target engine speed Ne * and the target torque Te *. Control, fuel injection control, ignition control, etc. are performed. 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 *. . By such processing, the required torque Tr * (travel power Pdrv *) is within the range of the input / output limits Win and Wout of the battery 50 while the engine 22 is operated at the operation point consisting of the target rotational speed Ne * and the target torque Te *. Can be output to the ring gear shaft 32a to travel.

  Next, the process in step S120 of the drive control routine of FIG. 2, that is, the process of setting the target rotational speed Ne * and the target torque Te * of the engine 22 will be described using the target operation point setting process of FIG. To do. In the target operation point setting process of FIG. 8, the CPU 72 of the HVECU 70 first operates based on the required power Pe * and the fuel efficiency operation line for operating the engine 22 efficiently (hereinafter referred to as fuel efficiency). The fuel efficiency rotation speed Neef and the fuel efficiency torque Tef as the operation points are set (step S300). FIG. 9 shows an example of the operation line of the engine 22 and how the fuel efficiency rotation speed Neef and the fuel efficiency torque Tef are set. As shown in the figure, the fuel efficiency rotation speed Neef and the fuel efficiency torque Tef can be obtained as an intersection of a fuel efficiency operation line and a curve with a constant required power Pe * (an equal power line of the required power Pe *).

  Subsequently, the accelerator opening degree Acc is compared with a threshold value Aref (step S310). Here, the threshold value Aref is used to determine whether or not to execute an acceleration feeling effect process that gradually increases the rotation speed of the engine 22 in order to give the driver an acceleration feeling. 50%, 60%, 70%, etc. can be used.

  When the accelerator opening degree Acc is less than the threshold value Aref, it is determined that the acceleration feeling effect process is not executed, and the fuel efficiency rotation speed Neef and the fuel efficiency torque Tef are set to the target rotation speed Ne * and the target torque Te * of the engine 22 ( Step S320), the target operation point setting process is terminated. By such processing, the required torque Tr * (travel power Pdrv *) is set to the ring gear within the range of the input and output limits Win and Wout of the battery 50 while the engine 22 is operated at the fuel efficiency operation point consisting of the fuel efficiency rotation speed Neef and the fuel efficiency torque Tef. It is possible to travel by outputting to the shaft 32a.

  When the accelerator opening degree Acc is equal to or greater than the threshold value Aref, it is determined that the acceleration feeling effect process is executed, and the accelerator opening degree (previous Acc) input when the drive control routine is executed last time is compared with the threshold value Aref (step S330). ). This process determines whether or not the accelerator opening Acc is immediately after the accelerator opening Acc is less than the threshold value Aref and greater than or equal to the threshold value Aref, that is, whether or not the acceleration feeling effect process is being executed for the first time (at the start time). It is.

  When the previous accelerator opening (previous Acc) is less than the threshold value Aref, it is determined that the acceleration feeling effect processing is being performed for the first time (at the start), and these are dealt with based on the accelerator opening Acc and the vehicle speed V The accelerator-corresponding rotational speed Neacc is set as a target value for the rotational speed of the engine 22 (step S340), and the set accelerator-corresponding rotational speed Neacc is used as a temporary target rotational speed Ne * as a temporary value. Set to Netmp (step S350). Here, in the embodiment, the accelerator corresponding rotational speed Neacc is stored in the ROM 74 as an accelerator corresponding rotational speed setting map by predetermining the relationship between the accelerator opening degree Acc, the vehicle speed V, and the accelerator corresponding rotational speed Neacc. When the opening degree Acc and the vehicle speed V are given, the corresponding accelerator corresponding rotation speed Neacc is derived and set from the stored map. An example of the accelerator-compatible rotation speed setting map is shown in FIG. In the example of FIG. 10, the accelerator-corresponding rotational speed Neacc is set so as to increase as the accelerator opening Acc increases and the vehicle speed V increases in consideration of the acceleration feeling given to the driver. This accelerator-corresponding rotational speed Neacc, that is, the temporary target rotational speed Netmp (hereinafter referred to as the initial temporary target rotational speed Netmp0) at the first execution of the acceleration feeling rendering process is a value that is somewhat smaller than the fuel efficiency rotational speed Neef (and The accelerator opening Acc is set to be a value greater than the fuel efficiency rotation speed Neef before reaching the threshold value Aref or higher. This is to make it easier for the driver to feel the acceleration feeling by the acceleration feeling production process.

  When the previous accelerator opening (previous Acc) is greater than or equal to the threshold value Aref, it is determined that the acceleration feeling effect process is not performed for the first time (the second or subsequent execution, that is, continuing), and the accelerator-corresponding rotation speed Neacc is described above. Assuming that the engine speed has not changed since the previous execution of the drive control routine, the engine speed increase amount of the engine 22 in the engine 22 speed increase gradient (drive control routine (target operation point setting process) execution interval) ) Is set as a target value (steps S360 to S390).

  This target increase amount ΔNe is set by subtracting the vehicle speed (previous V) input when the drive control routine was executed last time from the vehicle speed V input when the drive control routine was executed this time. The vehicle speed increase ΔV at the execution interval is calculated (step S360), and based on the accelerator opening Acc and the vehicle speed V, the virtual reduction ratio of the planetary gear 30 (the rotational speed of the engine 22 (the carrier 34 of the planetary gear 30) / ring gear shaft 32a). A target virtual reduction ratio γ as a target value of (the number of revolutions of the ring gear 32 of the planetary gear 30) is set (step S370), and the vehicle speed increase ΔV is multiplied by the set target virtual reduction ratio γ by the vehicle speed increase ΔV. A vehicle speed corresponding increase amount ΔNev as a target value of the corresponding engine speed increase gradient is calculated (step S380), and the calculation is performed. The larger one of the vehicle speed-related increase amount ΔNev and the time-related increase amount ΔNet as the target value of the engine speed increase gradient corresponding to the passage of time is set as the target increase amount ΔNe (step S390). To do.

  Here, the target acceleration reduction ratio γ is stored in the ROM 74 as a target virtual reduction ratio setting map by predetermining the relationship among the accelerator opening Acc, the vehicle speed V, and the target virtual reduction ratio γ in the embodiment. When the opening degree Acc and the vehicle speed V are given, the corresponding target virtual reduction ratio γ is derived and set from the stored map. An example of the target virtual reduction ratio setting map is shown in FIG. In the example of FIG. 11, the target virtual reduction ratio γ is set so as to increase as the accelerator opening Acc increases and the vehicle speed V increases in consideration of the acceleration feeling given to the driver.

  Further, in the embodiment, the time-related increase amount ΔNet is likely to increase the vehicle speed V in response to the driver's depression of the accelerator pedal 83 such as during traveling on a flat road or a downhill road when executing the acceleration feeling effect process. The vehicle speed corresponding increase amount ΔNev is set to a value that is smaller than the vehicle speed corresponding increase amount ΔNev and is smaller than the vehicle speed corresponding increase amount ΔNev when it is difficult for the driver to depress the accelerator pedal 83, such as when driving on an uphill road. For example, the speed increasing gradient that does not give the driver an acceleration feeling on a flat road or a downhill road (not set to the target increase amount ΔNe) and can give the driver an acceleration feeling on an uphill road Etc. can be determined and used in advance through experiments and analysis.

  Subsequently, an accelerator-related change amount ΔNacc as a target value of the engine speed change gradient corresponding to the accelerator change gradient (change amount of the accelerator opening Acc at the execution interval of the drive control routine) is set (step S400). In the embodiment, the accelerator-corresponding change amount ΔNacc is set based on the accelerator opening degree Acc and the vehicle speed V in the same manner as in step S340 described above, and the accelerator-corresponding rotational speed Neacc is set to the previous time from the set accelerator-corresponding rotational speed Neacc. The calculation is performed by subtracting the accelerator corresponding rotational speed (previous Neacc) set when the drive control routine is executed.

  When the target increase amount ΔNe and the accelerator corresponding change amount ΔNacc are thus set, the accelerator corresponding change amount ΔNacc and the target increase amount ΔNe are added to the target rotational speed (previous Ne *) set when the drive control routine was executed last time. A temporary target rotational speed Netmp is calculated as a temporary value of the target rotational speed Ne * of the engine 22 (step S410).

  In this way, the temporary target rotational speed Netmp is set by the processes of steps S340 and S350 when the acceleration feeling effect process is first executed (starting), and step S360 is performed when the second and subsequent executions (continuing). By setting the temporary target rotational speed Netmp through the process of S410, the accelerator-corresponding rotational speed Neacc is made constant (not considering the accelerator-corresponding target change amount ΔNacc), and the temporary target rotational speed Netmp is set to the target rotational speed Ne *. Considering the time, the temporary target rotational speed Netmp (target rotational speed Ne *) is the larger of the vehicle speed corresponding increase amount ΔNev and the time corresponding increase amount ΔNet from the initial temporary target rotational speed Netmp0 smaller than the fuel efficiency rotational speed Neef. It gradually increases with the set target increase amount ΔNe (target increase gradient).

  Next, the upper and lower limit rotational speeds Nemax (mg1) and Nemin (mg1) of the engine 22 corresponding to the upper and lower limit rotational speeds Nm1max and Nm1min in terms of the performance of the motor MG1, and the upper and lower limit rotational speeds in terms of the performance of the pinion gear 33 of the planetary gear 30 Upper and lower limit rotational speeds Nemax (pin) and Nemin (pin) of the engine 22 corresponding to Npinmax and Npinmin, upper and lower rotational speeds Nemax (bat) and Nemin of the engine 22 corresponding to the battery temperature Tb of the battery 50 and the storage rate SOC. (Bat) is set (steps S420 to S440).

  Here, the upper and lower limit rotation speeds Nemax (mg1) and Nemin (mg1) of the engine 22 are the upper and lower limit rotation speeds Nm1max and Nm1min in the performance of the motor MG1, the rotation speed Nr (= Nm2 / Gr) of the ring gear shaft 32a, and the planetary gear. The following equation (13) and equation (14) can be calculated using a gear ratio ρ of 30. Upper and lower limit rotational speeds Nm1max and Nm1min in the performance of the motor MG1 are an upper limit rotational speed on the positive rotation side and a lower limit rotational speed on the negative rotation side in the rated value of the motor MG1. Further, Expression (13) and Expression (14) can be easily derived by using the alignment chart of FIG.

Nemax (mg1) = ρ ・ Nm1max / (1 + ρ) + Nm2 / (Gr ・ (1 + ρ)) (13)
Nemin (mg1) = ρ ・ Nm1min / (1 + ρ) + Nm2 / (Gr ・ (1 + ρ)) (14)

  Further, the upper and lower limit rotation speeds Nemax (pin) and Nemin (pin) of the engine 22 are the upper and lower limit rotation speeds Npinmax and Npinmin on the performance of the pinion gear 33 of the planetary gear 30 and the rotation speed Nr (= Nm2 / Gr) of the ring gear shaft 32a. And the gear ratio of the planetary gear 30 to the pinion gear 33 (the number of teeth of the pinion gear / the number of teeth of the ring gear) ρp, the upper and lower limit rotation speeds Nemax (pin), Nemin ( pin) can be calculated. The upper and lower limit rotational speeds Npinmax and Npinmin in the performance of the pinion gear 33 are the upper limit rotational speed as the positive rotation side and the lower limit rotational speed as the negative rotation side in the structural rated value of the planetary gear 30.

Nemax (pin) = Nm2 / Gr + ρp ・ Npinmax (15)
Nemin (pin) = Nm2 / Gr + ρp ・ Npinmin (16)

  Further, the upper and lower limit rotation speeds Nemax (bat) and Nemin (bat) of the engine 22 are basically the basic values of the upper and lower limit rotation speeds Nemax (bat) and Nemin (bat) based on the battery temperature Tb in the embodiment. Lower limit rotation speeds Nemaxtmp (bat) and Nemintmp (bat) are set, and upper and lower limit correction coefficients kmax and kmin are set based on the storage ratio SOC of battery 50, as shown in the following equations (17) and (18): Is set by multiplying the difference between the basic upper and lower limit rotational speeds Nemaxtmp (bat) and Nemintmp (bat) and the fuel efficiency rotational speed Neef by the upper and lower limit correction coefficients kmax and kmin and adding this to the fuel efficiency rotational speed Neef. It was.

Nemax (bat) = Neef + (Nemaxtmp (bat) -Neef) ・ kmax (17)
Nemin (bat) = Neef + (Nemintmp (bat) -Neef) ・ kmin (18)

  FIG. 12 shows an example of the relationship between the battery temperature Tb and the upper and lower limit rotation speeds Nemax (bat) and Nemin (bat) of the engine 22, and the relationship between the storage ratio SOC and the upper limit correction coefficient kmax and the lower limit correction coefficient kmin. An example is shown in FIG. The predetermined temperature Tb1 in FIG. 12 and the predetermined ratios S1 and S2 in FIG. 13 have been described above.

  As shown in FIG. 12, the basic upper and lower limit rotational speeds Nemaxtmp (bat) and Nemintmp (bat) are above and below the fuel efficiency rotational speed Neef when the battery temperature Tb is equal to or lower than a predetermined temperature (Tb1-ΔTb). In a region where the battery temperature Tb is higher than the predetermined temperature (Tb1−ΔTb) and lower than the predetermined temperature Tb1, the battery temperature Tb becomes closer to the predetermined temperature Tb1, and the fuel efficiency rotational speed Neef is set. The upper and lower margins are set to be small (approaching the fuel efficiency rotation speed Neef), and both are set to the fuel efficiency rotation speed Neef in the region where the battery temperature Tb is equal to or higher than the predetermined temperature Tb1. Here, for example, 5 ° C., 7 ° C., 10 ° C., or the like can be used as the margin ΔTb.

  As shown in FIG. 13, the upper limit correction coefficient kmax is set to a value 1 in a region where the storage ratio SOC is equal to or less than a predetermined ratio (S2-ΔS2), and the storage ratio SOC is larger than the predetermined ratio (S2-ΔS2). In the region below S2, the power storage rate SOC is set to decrease from the value 1 toward the value 0 as it approaches the predetermined rate S2, and the value 0 is set in the region where the power storage rate SOC is equal to or greater than the predetermined rate S2. Further, the lower limit correction coefficient kmin is set to a value of 1 in a region where the storage ratio SOC is equal to or greater than a predetermined ratio (S1 + ΔS1), and in a region where the storage ratio SOC is less than the predetermined ratio (S1 + ΔS1) and greater than the predetermined ratio S1, the storage ratio SOC is The value is set so as to decrease from the value 1 toward the value 0 as it approaches the predetermined rate S1, and the value 0 is set in an area where the power storage rate SOC is equal to or less than the predetermined rate S1. Here, for example, 3%, 5%, and 7% can be used as the margins ΔS1 and ΔS2, respectively.

  Therefore, upper limit engine speed Nemax (bat) of engine 22 is a certain margin from fuel efficiency engine speed Neef when battery temperature Tb is equal to or lower than a predetermined temperature (Tb1-ΔTb) and power storage ratio SOC is equal to or lower than a predetermined ratio (S2-ΔS2). When the battery temperature Tb is equal to or higher than the predetermined temperature Tb1 or when the power storage ratio SOC is equal to or higher than the predetermined ratio S2, the fuel efficiency rotational speed Neef is obtained, and the battery temperature Tb is changed from the predetermined temperature (Tb1-ΔTb) to the predetermined temperature Tb1. Or when the power storage rate SOC is between the predetermined rate (S2-ΔS2) and the predetermined rate S2, the closer the battery temperature Tb is to the predetermined temperature Tb1 and the closer the power storage rate SOC is to the predetermined rate S2, the closer to the fuel efficiency rotational speed Neef. Value. Further, the lower limit rotational speed Nemin (bat) of the engine 22 is a certain margin from the fuel efficiency rotational speed Neef when the battery temperature Tb is equal to or lower than a predetermined temperature (Tb1−ΔTb) and the storage ratio SOC is equal to or higher than a predetermined ratio (S1 + ΔS1). When the battery temperature Tb is equal to or higher than the predetermined temperature Tb1 or when the power storage ratio SOC is equal to or lower than the predetermined ratio S1, the fuel efficiency rotational speed Neef is obtained, and the battery temperature Tb is between the predetermined temperature (Tb1−ΔTb) and the predetermined temperature Tb1. When the power storage ratio SOC is between the predetermined ratio (S1 + ΔS1) and the predetermined ratio S1, the closer the battery temperature Tb is to the predetermined temperature Tb1 and the closer the power storage ratio SOC is to the predetermined ratio S1, the closer to the fuel efficiency rotational speed Neef. The reason why the upper and lower limit rotational speeds Nemax (bat) and Nemin (bat) are set in this way will be described later.

  Thus, when the upper and lower rotational speeds Nemax (mg1), Nemin (mg1), Nemax (pin), Nemin (pin), Nemax (bat), Nemin (bat) of the engine 22 are set, as shown in the following equation (19). The upper limit speed Nemax (dr) of the engine 22 in consideration of the upper limit speed Nemax (mg1), Nemax (pin), Nemax (bat) of the engine 22 and drivability (for example, suppression of the blow-up of the engine 22). And the minimum value of the engine 22 is set to the allowable upper limit rotational speed Nemax, and the lower limit rotational speed Nemin (mg1), Nemin (pin), Nemax (bat) of the engine 22 as shown in the equation (20). The maximum value is set to the allowable lower limit rotation speed Nemin of the engine 22 (step S450).

Nemax = min (Nemax (mg1), Nemax (pin), Nemax (bat), Nemax (dr)) (19)
Nemin = max (Nemin (mg1), Nemin (pin), Nemin (bat)) (20)

  Then, as shown in the following equation (21), the target rotational speed Ne * of the engine 22 is set by limiting the temporary target rotational speed Netmp of the engine 22 with the allowable upper limit rotational speed Nemax and the allowable lower limit rotational speed Nemin (step) S460), the target torque Te * of the engine 22 is set based on the set target rotational speed Ne * and the above-described fuel efficiency operation line (step S470), and the target operating point setting process is terminated. Here, the target torque Te * of the engine 22 can be obtained as an intersection of the target rotational speed Ne * and the fuel consumption operation line (see FIG. 9). Therefore, if the charge / discharge required power Pb * of the battery 50 is 0, when the target rotational speed Ne * is smaller than the fuel efficiency rotational speed Neef, the power (rotational speed Ne *, torque Te *) from the engine 22 is used for traveling. When the shortage with respect to the power Pdrv * (required power Pe *) is discharged from the battery 50 and the target rotational speed Ne * is greater than the fuel efficiency rotational speed Neef, the excess of the power from the engine 22 relative to the traveling power Pdrv * is the battery 50. It is thought that it is charged. Then, as the target rotational speed Ne * is smaller than the fuel efficiency rotational speed Neef, a larger electric power is output from the battery 50 (the battery temperature Tb increases or the storage rate SOC decreases more rapidly), and the target rotational speed Ne * becomes the fuel efficiency. It is considered that the larger the rotation speed Neef is, the larger the electric power is input to the battery 50 (the increase in the battery temperature Tb and the storage rate SOC becomes faster).

  Ne * = max (min (Netmp, Nemax), Nemin) (21)

  In the embodiment, as described above, the accelerator-corresponding rotational speed Neacc is constant (not considering the accelerator-corresponding target change amount ΔNacc), and the temporary target rotational speed Netmp is set to the target rotational speed Ne * (temporary target rotational speed Netmp). Is within the range of the allowable upper and lower limit rotational speeds Nemax and Nemin), the target rotational speed Ne * is determined from the initial temporary target rotational speed Netmp0 smaller than the fuel efficiency rotational speed Neef and the vehicle speed corresponding increase amount ΔNev and the time-related increase. It gradually increases with a target increase amount ΔNe (target increase gradient) that is set to the larger one of the amounts ΔNet. As a result, when the vehicle speed V is likely to increase in response to the depression of the accelerator pedal 83, such as when traveling on a flat road or a downhill road, the vehicle speed corresponding increase amount ΔNev is used to depress the accelerator pedal 83 such as when traveling on an uphill road. On the other hand, when it is difficult for the vehicle speed V to increase, the rotational speed of the engine 22 can be increased by using the time-related increase amount ΔNet to give the driver an acceleration feeling. As a result, even when the vehicle speed V is difficult to increase as the accelerator pedal 83 is depressed, it is possible to give the driver an acceleration feeling and to suppress the deterioration of drivability. In the embodiment, since the temporary target rotational speed Netmp and hence the target rotational speed Ne * are set using the accelerator-corresponding target change amount ΔNeacc, it is possible to give the driver an acceleration feeling that reflects the change in the accelerator opening degree Acc. it can.

  Here, as an acceleration feeling effect process, a case is considered in which the rotational speed of the engine 22 is gradually increased from an initial rotational speed Ne0 smaller than the fuel efficiency rotational speed Neef to a rotational speed larger than that across the fuel efficiency rotational speed Neef. The initial rotational speed Ne0 is the larger rotational speed between the initial temporary target rotational speed Netmp0 and the allowable lower limit rotational speed Nemin. Here, the upper limit engine speed Nemax (mg1), Nemax (pin), Nemax (dr) of the engine 22 is larger than the upper engine speed Nemax (bat), and the lower limit engine speed Nemin (mg1), When Nemin (pin) is smaller than the lower limit rotational speed Nemax (bat), that is, when the upper and lower rotational speeds Nemax (bat) and Nemin (bat) of the engine 22 are set to the allowable upper and lower rotational speeds Nemax and Nemin. I was thinking.

  In the acceleration feeling rendering process at this time, in the first stage (the range where the temporary target rotational speed Nettmp is smaller than the fuel efficiency rotational speed Neef), the larger of the temporary target rotational speed Netmp and the allowable lower limit rotational speed Nemin is set to the target rotational speed. In the second stage (the range where the temporary target rotational speed Nettmp is greater than the fuel efficiency rotational speed Neef), the smaller of the temporary target rotational speed Netmp and the allowable upper limit rotational speed Nemax is set as the target rotational speed Ne *. Will do. In addition, as described above, the smaller the target rotational speed Ne * is relative to the fuel efficiency rotational speed Neef, the larger the electric power is output from the battery 50 (the battery temperature Tb increases or the storage rate SOC decreases more rapidly), and the target rotational speed is increased. It is considered that as the number Ne * is larger than the fuel efficiency rotation speed Neef, a larger amount of electric power is input to the battery 50 (the battery temperature Tb and the storage rate SOC are rapidly increased).

  When the battery temperature Tb of the battery 50 reaches a predetermined temperature Tb1 or higher or the storage rate SOC reaches a predetermined ratio S1 or lower in the first stage of the acceleration feeling effect process, the absolute value of the output limit Wout of the battery 50 is the value W1. As the absolute value of the torque limit Tm2max of the motor MG2 becomes smaller (see FIG. 2 and FIG. 3) (see FIG. 7, equation (11)), the acceleration of the vehicle may be reduced. Based on this, in the embodiment, the lower limit rotation speed Nemin (bat) of the engine 22 is set to the above-described tendency (see FIGS. 12 and 13). Thereby, in the first stage of the acceleration feeling effect process, the battery temperature Tb is between the predetermined temperature (Tb1−ΔTb) and the predetermined temperature Tb1, and the storage rate SOC is between the predetermined ratio (S1 + ΔS1) and the predetermined ratio S1. When the battery temperature Tb is equal to or lower than the predetermined temperature (Tb1−ΔTb) and the power storage ratio SOC is equal to or higher than the predetermined ratio (S1 + ΔS1), the target rotational speed Ne * may be made closer to the fuel efficiency rotational speed Neef. Therefore, it is possible to suppress (moderately) an increase in the battery temperature Tb and a decrease in the storage ratio SOC by suppressing the output of large electric power from the battery 50. As a result, the battery temperature Tb can be prevented from reaching the predetermined temperature Tb1 or higher, or the storage rate SOC can be suppressed to the predetermined rate S1 or lower, and the vehicle acceleration can be suppressed from decreasing.

  Further, when the battery temperature Tb of the battery 50 reaches a predetermined temperature Tb1 or higher or the storage rate SOC reaches a predetermined ratio S2 or higher in the second stage of the acceleration feeling effect process, the absolute value of the input limit Win of the battery 50 is increased. If the absolute value of the torque limit Tm1min of the motor MG1 becomes smaller (see FIG. 7 and equation (7)) when it becomes smaller than the value W1 (see FIGS. 2 and 3), the rotational speed of the engine 22 may fluctuate. is there. Based on this, in the embodiment, the upper limit rotation speed Nemax (bat) of the engine 22 is set to the above-described tendency (see FIGS. 12 and 13). Thereby, in the second stage of the acceleration feeling effect process, the battery temperature Tb is between the predetermined temperature (Tb1-ΔTb) and the predetermined temperature Tb1, and the storage rate SOC is from the predetermined ratio (S2-ΔS2) to the predetermined ratio S2. When the battery temperature Tb is lower than the predetermined temperature (Tb1-ΔTb) and the storage rate SOC is lower than the predetermined ratio (S2-ΔS2), the target rotational speed Ne * approaches the fuel efficiency rotational speed Neef. Therefore, it is possible to suppress the input of large electric power to the battery 50, and to suppress (slowly) increase in the battery temperature Tb and the storage rate SOC. As a result, it is possible to suppress the battery temperature Tb from reaching the predetermined temperature Tb1 or higher and the storage rate SOC from reaching the predetermined ratio S2 or higher, and the rotational speed of the engine 22 fluctuates (acceleration feeling effect processing is properly performed). Can not be performed).

  FIG. 14 is an explanatory diagram showing an example of a state of the time change of the target rotation speed Ne * of the engine 22 when the acceleration feeling effect process is executed. In the figure, times t1 to t3 indicate sections where the accelerator opening Acc is equal to or greater than the threshold value Aref, times t1 to t2 indicate the first stage of the acceleration feeling effect process, and times t2 to t3 indicate the first stage of the acceleration feeling effect process. Two stages are shown. Further, the allowable upper and lower limit rotational speeds Nemax and Nemin indicate only portions that are likely to affect the setting of the target rotational speed Ne *. As shown in the figure, at times t1 to t3, the engine 22 is gradually changed from the initial rotational speed Ne0 smaller than the fuel efficiency rotational speed Neef to the target increase amount ΔNe (target upward gradient) and the accelerator-corresponding target change amount ΔNeacc. To change. Here, by setting a larger one of the vehicle speed-related increase amount ΔNev and the time-related increase amount ΔNet as the target increase amount ΔNe, the vehicle speed can be increased according to the depression of the accelerator pedal 83 such as when traveling on a flat road or a downhill road. When the vehicle speed V is likely to rise, the vehicle speed corresponding increase amount ΔNev is used. When the vehicle speed V is difficult to increase when the accelerator pedal 83 is depressed such as when traveling on an uphill road, the time corresponding increase amount ΔNet is used. The number can be increased to give the driver an acceleration feeling. In addition, at time t1 to t2, by setting the target rotation speed Ne * within the range of the allowable lower limit rotation speed Nemin or more set in the above-described tendency, the battery temperature Tb reaches the predetermined temperature Tb1 or more, and the storage rate SOC is changed. It is possible to suppress the reduction to a predetermined ratio S1 or less, and it is possible to suppress a decrease in the acceleration of the vehicle due to a decrease in the absolute value of the torque limit Tm2max of the motor MG2. Furthermore, at time t2 to t3, by setting the target rotational speed Ne * within a range equal to or lower than the upper limit rotational speed Nemax (bat) set in the above-described tendency, the battery temperature Tb reaches a predetermined temperature Tb1 or more, and the power storage ratio It is possible to suppress the SOC from reaching a predetermined ratio S2 or more, and the rotational speed of the engine 22 varies due to a decrease in the absolute value of the torque limit Tm1min of the motor MG1 (acceleration feeling effect processing is performed). Can not be performed properly).

  According to the hybrid vehicle 20 of the embodiment described above, when the accelerator opening degree Acc is greater than or equal to the threshold value Aref (when executing the acceleration feeling effect process), the vehicle speed-related increase amount ΔNev and the time-related increase amount ΔNet are large. Is set to the target increase amount ΔNe, and the target increase amount ΔNe is set using the target increase amount ΔNe, so that the engine 22 and the motor MG1 run while the engine 22 is operated at the target rotation number Ne *. Since MG2 is controlled, acceleration feeling can be given to the driver even when the vehicle speed V is difficult to increase, such as when traveling on an uphill road, and deterioration of drivability can be suppressed.

  Further, according to the hybrid vehicle 20 of the embodiment, when the battery temperature Tb is between the predetermined temperature (Tb1−ΔTb) and the predetermined temperature Tb1, or when the storage rate SOC is between the predetermined ratio (S1 + ΔS1) and the predetermined ratio S1, The lower limit rotational speed Nemin (bat) of the engine 22 is set so that the closer the temperature Tb is to the predetermined temperature Tb1 and the closer the storage ratio SOC is to the predetermined ratio S1, the closer to the fuel efficiency rotational speed Neef. Since the target rotational speed Ne * of the engine 22 is set (gradually increased) within the allowable lower limit rotational speed Nemin based on (bat), the battery temperature Tb reaches the predetermined temperature Tb1 or higher, and the storage rate SOC is a predetermined ratio. S1 or less (the absolute value of the output limit Wout is smaller than the value W1) can be suppressed. It is possible to suppress a decrease in the acceleration of the vehicle due to a decrease in the absolute value of the torque limit Tm2max of the motor MG2.

  Furthermore, according to the hybrid vehicle 20 of the embodiment, the battery temperature Tb is between the predetermined temperature (Tb1-ΔTb) and the predetermined temperature Tb1, and the storage rate SOC is between the predetermined ratio (S2-ΔS2) and the predetermined ratio S2. Sometimes the upper limit speed Nemax (bat) of the engine 22 is set so that the closer the battery temperature Tb is to the predetermined temperature Tb1 and the closer the power storage ratio SOC is to the predetermined ratio S2, the closer to the fuel efficiency speed Neef. Since the target engine speed Ne * of the engine 22 is set (gradually increased) within the range of the allowable upper limit engine speed Nemax or less based on Nemax (bat), the battery temperature Tb reaches the predetermined temperature Tb1 or higher, or the storage rate SOC is It can be suppressed that the predetermined ratio S2 or more is reached (the absolute value of the input limit Win is smaller than the value W1). It is possible to suppress fluctuations in the rotational speed of the engine 22 due to a decrease in the absolute value of the torque limit Tm1min of the motor MG1.

  In addition, according to the hybrid vehicle 20 of the embodiment, since the target rotational speed Ne * of the engine 22 is set using the target increase amount ΔNe and the accelerator-corresponding target change amount ΔNeacc, the change in the accelerator opening Acc is reflected. Accelerating feeling can be given to the driver.

  In the hybrid vehicle 20 of the embodiment, the allowable upper limit speed Nemax of the engine 22 is set using the upper limit speed Nemax (bat) of the engine 22 corresponding to the battery temperature Tb of the battery 50 and the storage rate SOC. The allowable upper limit rotational speed Nemax may be set without using the upper limit rotational speed Nemax (bat). In this case, instead of the upper limit rotation speed Nemax (bat), the upper limit rotation speed Nemax (Tb) of the engine 22 corresponding to the battery temperature Tb of the battery 50 (without considering the storage ratio SOC) or the storage ratio SOC of the battery 50 is set. A corresponding upper limit rotation speed Nemax (SOC) of the engine 22 (without considering the battery temperature Tb) may be used. Further, the allowable upper limit speed Nemax of the engine 22 may be set using the upper limit speed Nemax (Win) of the engine 22 corresponding to the input limit Win of the battery 50.

  In the hybrid vehicle 20 of the embodiment, the allowable lower limit rotation speed Nemin of the engine 22 is set using the lower limit rotation speed Nemin (bat) of the engine 22 corresponding to the battery temperature Tb of the battery 50 and the storage ratio SOC. The allowable lower limit rotational speed Nemin may be set without using the lower limit rotational speed Nemin (bat). In this case, instead of the lower limit rotational speed Nemin (bat), the lower limit rotational speed Nemin (Tb) of the engine 22 corresponding to the battery temperature Tb of the battery 50 (not considering the storage ratio SOC) or the storage ratio SOC of the battery 50 is used. A corresponding lower limit rotational speed Nemin (SOC) of the engine 22 (without considering the battery temperature Tb) may be used. Alternatively, the allowable lower limit rotational speed Nemin of the engine 22 may be set using the lower limit rotational speed Nemin (Wout) of the engine 22 corresponding to the output limit Wout of the battery 50.

  In the hybrid vehicle 20 of the embodiment, the target speed Ne * of the engine 22 is set by using the target increase amount ΔNe and the accelerator-corresponding target change amount ΔNeacc, but the target without changing the accelerator-corresponding target change amount ΔNeacc. The target rotational speed Ne * of the engine 22 may be set using only the increase amount ΔNe.

  In the hybrid vehicle 20 of the embodiment, the temporary target rotational speed Netmp is calculated by adding the accelerator corresponding change amount ΔNacc and the target increase amount ΔNe to the previous target rotational speed of the engine 22 (previous Ne *). Instead of the target rotational speed (previous Ne *), the previous temporary target rotational speed (previous Netmp) may be used.

  In the embodiment, the present invention is connected to the engine 22, the motor MG1, the ring gear shaft 32a as a drive shaft coupled to the drive wheels 63a and 63b, the crankshaft 26 of the engine 22, and the rotor of the motor MG1. Although described as applied to the hybrid vehicle 20 including the planetary gear 30, the motor MG2 having a rotor connected to the ring gear shaft 32a, and the battery 50 that exchanges electric power with the motors MG1 and MG2, the modification of FIG. As illustrated in the hybrid vehicle 120, the engine 22, a continuously variable transmission (CVT) 130 connected to the engine 22 via a clutch 129 and connected to driving wheels 63 a and 63 b, and a continuously variable transmission 130. Applied to a hybrid vehicle 120 having a motor MG connected to the input shaft As shown in FIG. 16, the invention is applied to an automobile 220 including an engine 22 and a continuously variable transmission (CVT) 230 connected to the engine 22 and connected to driving wheels 63a and 63b. It is good.

  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 “engine”, the motor MG1 and the planetary gear 30 correspond to “shift transmission means”, and executes the drive control routine of FIG. 2 (including the target operation point setting process of FIG. 8). HVECU 70 that controls, engine ECU 24 that controls engine 22 based on target rotational speed Ne * and target torque Te * from HVECU 70, and motors MG1 and MG2 based on torque commands Tm1 * and Tm2 * from HVECU 70 The motor ECU 40 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 “transmission transmission means” is not limited to the one configured by the combination of the motor MG1 and the planetary gear 30, and continuously changes the power from the engine such as a continuously variable transmission (CVT). Any transmission is possible as long as it is transmitted to the drive shaft connected to the axle. The “control unit” is not limited to a combination of the HVECU 70, the engine ECU 24, and the motor ECU 40, and may be a single electronic control unit. Further, as the “control means”, when the accelerator opening Acc is equal to or greater than the threshold value Aref (when the acceleration feeling effect process is executed), the larger one of the vehicle speed-related increase amount ΔNev and the time-related increase amount ΔNet is set as the target increase. The target speed Ne * of the engine 22 is set using the target increase amount ΔNe, and the engine 22 and the motors MG1 and MG2 are operated so that the engine 22 runs while operating at the target speed Ne *. It is not limited to the one to be controlled, and when a predetermined acceleration request is made, the vehicle speed increase gradient corresponding to the increase in vehicle speed corresponding to the vehicle speed increase and the engine rotation speed increase gradient corresponding to the passage of time are used. The larger one of the time-dependent climb slopes is set as the target climb slope, and the engine speed is increased using the set target climb slope. As long as it controls the engine and change speed transmission mechanism to row it may be any ones.

  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 automobile manufacturing industry.

  20, 120 Hybrid vehicle, 22 engine, 24 electronic control unit (engine ECU) for engine, 26 crankshaft, 28 damper, 30 planetary gear, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier, 35 reduction gear, 40 electronic control unit for motor (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51 temperature sensor, 52 electronic control unit for battery (battery ECU), 60 gear mechanism, 62 differential gear, 63a, 63b Driving wheel, 70 Hybrid electronic control unit (HVECU), 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 shift lever, 82 shift Jishon sensor, 83 accelerator pedal, 84 an accelerator pedal position sensor, 85 brake pedal, 86 a brake pedal position sensor, 88 vehicle speed sensor, 129 clutch, 130,230 CVT, 220 car, MG, MG1, MG2 motor.

Claims (6)

An automobile, comprising: an engine; and transmission transmission means for continuously transmitting power from the engine to a drive shaft connected to an axle;
At the time of a predetermined acceleration request, a vehicle speed corresponding increase gradient that is an increase gradient of the engine speed corresponding to a vehicle speed increase, and a time response increase gradient that is an increase gradient of the engine speed corresponding to the passage of time. A control means for setting the larger one as a target ascending gradient and controlling the engine and the shift transmission means so that the engine runs while the engine speed increases using the set target ascending slope;
Automobile equipped with. The automobile according to claim 1,
The time-corresponding ascending gradient is predetermined as a gradient capable of giving the driver an acceleration feeling on an uphill when the predetermined acceleration request is made.
Automobile. The automobile according to claim 1 or 2,
A motor capable of outputting power for traveling, and a battery capable of exchanging electric power with the motor,
When the predetermined acceleration request is made, the control means compares the battery temperature with a temperature lower than the predetermined temperature when the battery temperature is higher than a predetermined temperature lower than a limit start temperature at which the limit of the allowable input / output power of the battery is started. A lower limit rotational speed of the engine is set so as to increase, and the engine rotational speed is controlled to increase within a range equal to or higher than the set lower rotational speed.
Automobile. The automobile according to claim 3,
When the predetermined acceleration request is made, the control means sets the upper limit rotational speed of the engine so that the battery temperature tends to be smaller when the temperature of the battery is higher than the predetermined temperature than when the temperature is lower than the predetermined temperature. A means for controlling the engine speed to increase within a range not exceeding the upper limit engine speed.
Automobile. The automobile according to claim 1 or 2,
A motor capable of outputting power for traveling, and a battery capable of exchanging electric power with the motor,
When the predetermined acceleration request is made, the control means compares the battery temperature with a temperature lower than the predetermined temperature when the battery temperature is higher than a predetermined temperature lower than a limit start temperature at which the limit of the allowable input / output power of the battery is started. The engine upper limit rotational speed is set so as to decrease, and the engine speed is controlled to increase within a range equal to or lower than the set upper limit rotational speed.
Automobile. The automobile according to any one of claims 1 to 5,
When the predetermined acceleration request is made, the control means uses the target ascending gradient and an accelerator corresponding change gradient that is a change gradient of the engine speed corresponding to a change in the accelerator operation amount. A means for setting the number and controlling the engine;
Automobile.

Images