JP2009214580A - Hybrid vehicle and control method therefor - Google Patents

Abstract

An object of the present invention is to improve the starting performance from when the vehicle is stopped based on a stop holding instruction.
When the vehicle is started after releasing the stop holding control for holding the brake even if the brake pedal is returned after stopping on an uphill road or the like (S400, S450), the absolute value of the execution torque T * is 0. Comparison that is used during normal driving so as to be larger than the second rate ΔT2 that is set to be sufficiently small in order to suppress gear rattling noise and the like when changing within a range less than a predetermined torque Tref including The third rate ΔT3 is set so as to be greater than or equal to the first large rate ΔT1 (S490, S500), and the execution torque T * is set by rate processing toward the required torque Tr * using the third rate ΔT3. Then, the motor MG2 is controlled so that the execution torque T * is output (S510). As a result, it is possible to improve the starting performance when the vehicle is started by releasing the stop holding control started when the brake hold switch is turned on.
[Selection] Figure 6

Description

  The present invention relates to a hybrid vehicle and a control method thereof.

Conventionally, this type of hybrid vehicle has been proposed that includes an engine and a motor as drive sources, and stops the engine when stopping on an uphill road and applies brake hydraulic pressure by depressing a brake pedal (for example, Patent Document 1). In this hybrid vehicle, when the depression of the brake pedal is released and the brake hydraulic pressure is released, the forward torque according to the road surface gradient is output from the motor to prevent the vehicle from going backward on the uphill road.
JP 2005-33866 A

  In a hybrid vehicle that outputs the power from the engine to the drive shaft through a gear mechanism such as a planetary gear and outputs the power from the motor to the drive shaft, the vehicle is stopped on an uphill road or the like regardless of the driver's brake operation. When the vehicle is started with the stop holding control being released, it may not be possible to start quickly. In such a hybrid vehicle, when the required driving force based on the depression of the accelerator pedal is in the range near the value 0, the driving force for execution is gradually changed so that no abnormal noise such as rattling noise is generated in the gear mechanism. In such a hybrid vehicle, during the stop holding control, the creep driving torque is not required, so the driving control is performed with the execution driving force set to 0. There is something. In such a hybrid vehicle, when the vehicle is held with the stop holding control released by depressing the accelerator pedal, the driving force for execution rises from the value 0, so that the driving force changes only slowly and the vehicle cannot start quickly. Will occur.

  The main object of the hybrid vehicle and the control method thereof of the present invention is to improve the starting performance from when the vehicle is stopped based on the stop holding instruction.

  The hybrid vehicle and the control method thereof according to the present invention employ the following means in order to achieve at least the above-described main object.

The hybrid vehicle of the present invention
An internal combustion engine;
A generator that inputs and outputs power;
The remaining shaft is connected to three shafts of a drive shaft coupled to an axle, an output shaft of the internal combustion engine, and a rotating shaft of the generator, and based on power input to and output from any two of the three shafts 3-axis power input / output means for inputting / outputting power to / from,
An electric motor for inputting and outputting power to the drive shaft;
Power storage means capable of exchanging electric power with the generator and the motor;
Braking force applying means for applying a braking force to the vehicle based on the driver's braking operation and capable of applying the braking force to the vehicle regardless of the driver's braking operation;
Stop holding instruction means for instructing holding of the stop;
Accelerator opening setting means for setting the accelerator opening based on the driver's accelerator operation;
A required driving force setting means for setting a required driving force based on the set accelerator opening;
When the stop holding instruction is instructed by the stop holding instruction means, the braking force applying means is controlled to hold the stop by applying the braking force by the braking force applying means, and the stop holding by the stop holding instruction means The braking force is applied so that the stop holding state is released when the release condition including the condition that the set accelerator opening is equal to or greater than the predetermined opening degree is satisfied from the state in which the stop is held based on the instruction of Stop holding control means for controlling the means;
The execution driving force is set so that a predetermined creep torque is applied when the accelerator is off when the vehicle is not stopped based on the stop holding instruction by the stop holding instruction means, and the vehicle is stopped based on the stop holding instruction by the stop holding instruction means. When the running drive force changes outside the predetermined range including the value 0 in accordance with the change in the set required drive force, the first change amount per unit time is set as described above. The execution drive force is set so as to reach the required drive force, and when the execution drive force changes within the predetermined range as the set required drive force changes, a second smaller than the first change amount is set. The driving force for execution is set so as to reach the set required driving force with the amount of change of the vehicle, and the accelerator off at the time of stopping based on the stop holding instruction by the stop holding instruction means Is set to an execution driving force with a value of 0, and when starting from a stop based on the stop holding instruction by the stop holding instruction means, the execution driving force is changed according to the change in the set required driving force. An execution driving force setting means for setting the execution driving force so as to reach the set required driving force with a third change amount larger than the second change amount;
Drive control means for controlling the internal combustion engine, the generator, and the electric motor so that the set execution driving force is output;
It is a summary to provide.

  In the hybrid vehicle of the present invention, the driving force for execution is set so that a predetermined creep torque is applied when the accelerator is off at the time of stopping, which is not based on the stop holding instruction by the stop holding instruction means, and When the driving force for execution changes outside a predetermined range including a value of 0 in accordance with a change in the required driving force based on the accelerator opening degree by the driver's accelerator operation during traveling other than when starting from the stop based on the holding instruction The execution driving force is set so as to reach the required driving force with a first change amount per unit time, and when the execution driving force changes within a predetermined range as the required driving force changes, the first change amount is used. The execution driving force is set so as to reach the required driving force with a small second variation, and the internal combustion engine, the generator, and the motor are connected so that the set execution driving force is output. To your. As a result, a predetermined creep torque can be applied when the accelerator is off when the vehicle is stopped, and a second change amount smaller than the first change amount is used during such travel, so that the three-axis power input / output means is a gear mechanism. It is possible to prevent the driver from feeling uncomfortable due to abnormal noise such as rattling noise. Further, an execution driving force of 0 is set when the accelerator is off at the time of stopping based on the stop holding instruction by the stop holding instruction means, and requested when starting from the stop based on the stop holding instruction by the stop holding instruction means. The execution drive force is set so that the execution drive force reaches the required drive force with a third change amount larger than the second change amount in accordance with the change in the drive force, and the set execution drive force is output. The internal combustion engine, the generator, and the motor are controlled. As a result, the predetermined creep torque can be prevented from acting when the accelerator is off at the time of stopping based on the stop holding instruction by the stop holding instructing means. Since the change amount of 3 is used, the starting performance from when the vehicle is stopped based on the stop holding instruction can be improved.

  In such a hybrid vehicle of the present invention, the execution driving force setting means is a means for setting the execution driving force using the amount of change that increases as the set accelerator opening increases as the third change amount. It can also be. If it carries out like this, it can start corresponding to a driver | operator's request | requirement appropriately from the time of a stop based on the stop holding instruction | indication. In this case, the execution driving force setting means sets the first change amount as the third change amount when the change amount that increases as the set accelerator opening increases is smaller than the first change amount. It can also be used as a means for setting the driving force for execution. If it carries out like this, the starting performance from the time of a stop based on the stop holding instruction | indication can be improved more reliably.

The hybrid vehicle control method of the present invention includes:
An internal combustion engine, a generator for inputting / outputting power, a drive shaft connected to an axle, an output shaft of the internal combustion engine, and a rotation shaft of the generator, which are connected to any one of the three axes. A three-shaft power input / output means for inputting / outputting power to / from the remaining shaft based on the power input / output to / from the motor, an electric motor for inputting / outputting power to / from the drive shaft, and the generator and the electric motor for exchanging electric power. Possible storage means, braking force applying means for applying braking force to the vehicle based on the driver's brake operation and applying braking force to the vehicle regardless of the driver's brake operation, and instructing to hold the vehicle In the hybrid vehicle comprising the stop holding instruction means, the braking force applying means so that the stop is held by applying the braking force by the braking force applying means when the stop holding instruction is given by the stop holding instruction means. The release condition including the condition that the accelerator opening based on the driver's accelerator operation is equal to or greater than the predetermined opening from the state of holding the stop based on the stop holding instruction by the stop holding instruction means is established. A control method for a hybrid vehicle, sometimes controlling the braking force applying means so as to release the holding state of the stop,
The internal combustion engine sets the execution driving force so that a predetermined creep torque is applied when the accelerator is off when the vehicle is not stopped based on the stop holding instruction by the stop holding instruction means, and outputs the set execution driving force. With control of the engine, the generator, and the electric motor, along with a change in the required driving force based on the accelerator opening during traveling other than when starting from the stop based on the stop holding instruction by the stop holding instruction means When the execution driving force changes outside the predetermined range including the value 0, the execution driving force is set so as to reach the required driving force with a first change amount per unit time, and the set execution driving force is output. The internal combustion engine, the generator, and the electric motor are controlled so that the vehicle is running at a time other than when starting from the stop based on the stop holding instruction by the stop holding instruction means. The execution driving force is set to reach the required driving force with a second change amount smaller than the first change amount when the execution driving force changes within the predetermined range as the required driving force changes. In addition, the internal combustion engine, the generator, and the electric motor are controlled so that the set execution driving force is output, and the value is 0 when the accelerator is off when the vehicle is stopped based on the stop holding instruction by the stop holding instruction means. And the internal combustion engine, the generator and the electric motor are controlled so that the set execution driving force is output, and the vehicle is stopped based on the stop holding instruction by the stop holding instruction means. If the execution driving force is set so that the execution driving force reaches the required driving force with a third change amount larger than the second change amount in accordance with the change in the required driving force when starting from the time It said controlling an internal combustion engine and the generator and the electric motor to perform driving force that the setting is output to,
It is characterized by that.

  In the hybrid vehicle control method of the present invention, the execution driving force is set so that a predetermined creep torque acts when the accelerator is off when the vehicle is not stopped based on the stop holding instruction by the stop holding instruction means, and the stop holding instruction means The driving force for execution falls outside the predetermined range including the value 0 in accordance with the change in the required driving force based on the accelerator opening by the driver's accelerator operation during driving other than the time of starting from the stop based on the stop holding instruction by When changing, the execution driving force is set so as to reach the required driving force with a first amount of change per unit time, and when the execution driving force changes within a predetermined range as the required driving force changes, the first driving force is set. The internal combustion engine and the generator are configured so that the execution driving force is set so as to reach the required driving force with a second amount of change smaller than the amount of change, and the set execution driving force is output. To control and motivation. As a result, a predetermined creep torque can be applied when the accelerator is off when the vehicle is stopped, and a second change amount smaller than the first change amount is used during such travel, so that the three-axis power input / output means is a gear mechanism. It is possible to prevent the driver from feeling uncomfortable due to abnormal noise such as rattling noise. Further, an execution driving force of 0 is set when the accelerator is off at the time of stopping based on the stop holding instruction by the stop holding instruction means, and requested when starting from the stop based on the stop holding instruction by the stop holding instruction means. The execution drive force is set so that the execution drive force reaches the required drive force with a third change amount larger than the second change amount in accordance with the change in the drive force, and the set execution drive force is output. The internal combustion engine, the generator, and the motor are controlled. As a result, the predetermined creep torque can be prevented from acting when the accelerator is off at the time of stopping based on the stop holding instruction by the stop holding instructing means. Since the change amount of 3 is used, the starting performance from when the vehicle is stopped based on the stop holding instruction can be improved.

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

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a reduction gear 35 attached to a ring gear shaft 32a as a drive shaft connected to the power distribution and integration mechanism 30, a motor MG2 connected to the reduction gear 35, A brake actuator 92 for controlling the brakes of the drive wheels 63a and 63b and driven wheels (not shown) and a hybrid electronic control unit 70 for controlling the entire vehicle are provided.

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and an engine electronic control unit (hereinafter referred to as an engine ECU) that receives signals from various sensors that detect the operating state of the engine 22. ) 24 is subjected to operation control such as fuel injection control, ignition control, intake air amount adjustment control and the like. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70. 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.

The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 disposed concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the reduction gear 35 is connected to the ring gear 32 via the ring gear shaft 32a. When functioning as a generator, the power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine input from the carrier 34 The power from the motor 22 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is finally output from the ring gear shaft 32a to the drive wheels 63a and 63b of the vehicle via the gear mechanism 60 and the differential gear 62.

  The motor MG1 and the motor MG2 are both configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG1 and MG2 It can be consumed by a motor. Therefore, battery 50 is charged / discharged by electric power generated from one of motors MG1 and MG2 or insufficient electric power. If the balance of electric power is balanced by the motors MG1 and MG2, the battery 50 is not charged / discharged. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70. The motor ECU 40 also calculates the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 based on signals from the rotational position detection sensors 43 and 44.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input. Output to the control unit 70. Further, the battery ECU 52 calculates the remaining capacity SOC based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 50, or the battery ECU 52 based on the calculated remaining capacity SOC and the battery temperature Tb. The input / output limits Win and Wout, which are the maximum allowable power that may charge / discharge 50, are calculated. The input / output limits Win and Wout of the battery 50 are set to basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limit correction coefficient and the input limit are set based on the remaining capacity SOC of the battery 50. It can be set by setting a correction coefficient and multiplying the basic value of the set input / output limits Win and Wout by the correction coefficient.

  The brake actuator 92 applies a braking torque corresponding to the share of the brake in the braking force applied to the vehicle by the pressure of the brake master cylinder 90 and the vehicle speed generated when the brake pedal 85 is depressed, and the slave wheels (not shown). The brake is adjusted so that the braking torque acts on the drive wheels 63a, 63b and the driven wheels regardless of the depression of the brake pedal 85, by adjusting the hydraulic pressure (hereinafter referred to as brake hydraulic pressure) of the brake wheel cylinders 96a to 96d to act on the driving wheels. The hydraulic pressure can be adjusted. The brake actuator 92 is controlled by a brake electronic control unit (hereinafter referred to as a brake ECU) 94. The brake ECU 94 inputs signals such as wheel speeds from wheel speed sensors (not shown) attached to the drive wheels 63a, 63b and driven wheels, a steering angle from a steering angle sensor (not shown), and the driver inputs the brake pedal 85. The anti-lock brake system function (ABS) that prevents any of the driving wheels 63a, 63b and the driven wheels from slipping when the vehicle is depressed, or the driving wheels 63a, 63b when the driver depresses the accelerator pedal 83. Also, traction control (TRC) for preventing any one of them from slipping due to idling, posture holding control (VSC) for holding the posture while the vehicle is turning, etc. are also performed. The brake ECU 94 communicates with the hybrid electronic control unit 70, and controls the drive of the brake actuator 92 by a control signal from the hybrid electronic control unit 70, and signals related to each wheel speed and, if necessary, the brake actuator 92. Data on the state is output to the hybrid electronic control unit 70.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 detects the ignition signal from the ignition switch 80, the shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, and the depression amount of the accelerator pedal 83 to detect the accelerator opening. The accelerator opening position Acc from the accelerator pedal position sensor 84 to be set, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and an uphill attached in the vicinity of the driver's seat A brake hold signal from a brake hold switch 89 that instructs execution of stop holding control for holding the brake even when the brake pedal 85 is returned after stopping on the road or the like is input via the input port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, the battery ECU 52, and the brake ECU 94 via a communication port, and the engine ECU 24, the motor ECU 40, the battery ECU 52, the brake ECU 94, and various control signals. And exchanging data.

  The hybrid vehicle 20 of the embodiment thus configured calculates the required torque 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 83 by the driver. Then, 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 is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that the power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the required power and the power required for charging and discharging the battery 50. The engine 22 is operated and controlled so that suitable power is output from the engine 22, and all or part of the power output from the engine 22 with charging / discharging of the battery 50 is the power distribution integration mechanism 30, the motor MG1, and the motor. The required power is converted to the ring gear shaft 32 with torque conversion by MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled so as to be output to each other, and a motor operation mode in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. and so on. Here, since the torque conversion operation mode is a state in which charging / discharging of the battery 50 is not performed in the charge / discharge operation mode, there is no substantial difference in control, and therefore, both are hereinafter referred to as an engine operation mode. The engine operation mode and the motor operation mode can be switched to the motor operation mode when the required power becomes less than the predetermined power during the operation in the engine operation mode. When the required power becomes equal to or higher than the predetermined power during the operation, the engine operation mode is switched. As the predetermined power, a value in the vicinity of the lower limit value of the power region in which the engine 22 can be operated relatively efficiently can be used.

  Next, the operation of the hybrid vehicle 20 of the embodiment configured in this way, particularly the operation when starting after the driver turns on the brake hold switch 89 on an uphill road will be described. FIG. 2 is a flowchart showing an example of a stop holding start control routine executed by the hybrid electronic control unit 70, and FIG. 3 is a flowchart showing an example of a stop holding release control routine executed by the hybrid electronic control unit 70. is there. These routines are repeatedly executed at predetermined time intervals (for example, every several milliseconds) after the brake hold switch 89 is turned on. Hereinafter, the stop holding start control and the stop holding release control will be described in order.

  When the stop holding start control routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the brake pedal position BP from the brake pedal position sensor 86, and the vehicle speed sensor 88. A process for inputting data necessary to start the stop holding control, such as the vehicle speed V and the stop holding control flag Fstop, is executed (step S100). Here, the stop holding control flag Fstop is set to a value 1 when the stop holding control is started by this routine, and is set to a value 0 as an initial value when the stop holding control is released by the stop holding release control routine. This flag is reset.

  When the data is input in this way, whether the stop holding control flag Fstop is 0 (step S110), whether the accelerator opening state Acc is 0 (step S120), and the vehicle speed V is the value. It is determined whether or not the vehicle is in a stopped state that becomes 0 (step S130) and whether or not the brake pedal position BP is in a brake-on state that is greater than 0 (step S140). When the stop holding control flag Fstop is a value of 1, it is determined that the stop holding control has already been started, and when the accelerator is on, not in a stopped state, or when the brake is off, the driver is willing to stop. If it is determined that there is no, this routine is terminated.

  When the stop holding control flag Fstop is 0, the accelerator is off, the vehicle is in a stopped state, and when the brake is on, a signal for instructing brake holding is transmitted to the brake ECU 94 (step S150), and the stop holding control is performed. A value 1 is set in the flag Fstop (step S160), and this routine ends. The brake ECU 94 that has received the brake holding instruction signal controls the brake actuator 92 so that the brake hydraulic pressures of the drive wheels 63a and 63b and the driven wheels are held. Thus, the stop holding control is started, and the stop state is held even if the brake pedal 85 is subsequently returned. When the stop holding control is started, the required power corresponding to the required torque based on the accelerator opening Acc is less than a predetermined power, and when the engine 22 is operated, an instruction from the hybrid electronic control unit 70 is received. The engine ECU 24 stops the operation of the engine 22.

  Next, cancellation of the stop holding control will be described. When the stop holding release control routine of FIG. 3 is executed, the CPU 72 of the hybrid electronic control unit 70 first inputs data necessary for releasing the stop holding control such as the accelerator opening Acc and the stop holding control flag Fstop. (Step S200), whether or not the stop holding control flag Fstop is a value of 1 (step S210), and whether or not the accelerator opening Acc is greater than or equal to a release determination threshold Aref (for example, 7% or 9%) (step S220). The process of determining is performed. When the stop holding control flag Fstop is a value of 0, it is determined that the stop holding control has already been released, and when the accelerator opening Acc is less than the release determination threshold Aref, it is determined that the driver does not intend to start, This routine ends.

  When the stop holding control flag Fstop is 1 and the accelerator opening Acc is equal to or greater than the release determination threshold value Aref, a signal for instructing brake release is transmitted to the brake ECU 94 (step S230), and a signal to the effect that release of the brake hydraulic pressure has been completed. Waiting for reception from the brake ECU 94 (step S240), the stop holding control flag Fstop is set to 0 (step S250), and this routine is terminated. The brake ECU 94 controls the brake actuator 92 to start releasing the brake hydraulic pressure when it receives a brake release instruction signal. Further, the brake ECU 94 transmits a signal to that effect to the hybrid electronic control unit 70 when the release of the brake hydraulic pressure is completed. Thus, the stop holding control is released.

  Next, drive control when the operation of the engine 22 is stopped, such as when the vehicle stop holding control is executed, will be described. FIG. 4 is a flowchart showing an example of an engine stop time drive control routine executed by the hybrid electronic control unit 70. This routine is repeatedly executed every predetermined time (for example, every several msec).

  When the engine stop driving control routine is executed, the CPU 72 of the hybrid electronic control unit 70 controls the accelerator opening Acc, the vehicle speed V, the stop holding control flag Fstop, the rotational speeds Nm1, Nm2 of the motors MG1, MG2, and the battery 50. Data required for control such as input / output limits Win and Wout are input (step S300), and the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft based on the input accelerator opening Acc and the vehicle speed V is input. The setting is performed (step S310), and a process of setting the execution torque T * used for actual drive control is executed based on the set required torque Tr * (step S320). In the embodiment, the required torque Tr * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tr * in the ROM 74 as a required torque setting map, and the accelerator opening Acc, the vehicle speed V, , The corresponding required torque Tr * is derived and set from the stored map. FIG. 5 shows an example of the required torque setting map. As shown in the figure, when the accelerator is off when the vehicle speed V is 0, the predetermined creep torque Tcrp is set to the required torque Tr *. The execution torque T * is set by an execution torque setting process executed by the flowchart illustrated in FIG. 6, and the contents will be described later for convenience of explanation.

  Subsequently, the target engine speed Ne * and the target torque Te * of the engine 22 are set to values 0 (step S330), and the torque command Tm1 * of the motor MG1 is set to 0 (step S340). * Is divided by the gear ratio Gr of the reduction gear 35 to calculate a temporary torque Tm2tmp which is a temporary value of the torque to be output from the motor MG2 (step S350), and the input / output limits Win and Wout of the battery 50 are set to the motor MG2. The torque limits Tmin and Tmax as upper and lower limits of the torque that may be output from the motor MG2 are calculated by dividing by the rotation speed Nm2 (step S360), and the provisional torque Tm2tmp is limited by the calculated torque limits Tmin and Tmax Is set as a torque command Tm2 * of the motor MG2 (step S370).

  Thus, when the target engine speed Ne *, the target torque Te *, and the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set, the target engine speed Ne * and the target torque Te * of the engine 22 are set in the engine ECU 24. Torque commands Tm1 * and Tm2 * for motors MG1 and MG2 are transmitted to motor ECU 40 (step S380), and the engine stop drive control routine is terminated. The engine ECU 24 that has received the target rotational speed Ne * having the value 0 and the target torque Te * having the value 0 controls the engine 22 so that fuel injection control and ignition control are not performed. Further, the motor ECU 40 that receives the torque commands Tm1 * and Tm2 * prevents the motor MG1 from outputting torque in response to the torque command Tm1 * having a value of 0, and the motor MG2 is driven by the torque command Tm2 *. Switching control of the switching elements of the inverters 41 and 42 is performed. By such control, the motor MG2 can output the required torque Tr * to the ring gear shaft 32a as the drive shaft within the range of the input / output limits Win and Wout of the battery 50, and can travel. FIG. 7 is a collinear diagram showing the dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30 (gear ratio ρ) when the engine 22 is stopped and the vehicle is driven by the power from the motor MG2. An example is shown.

  Next, the execution torque T * setting process will be described. When the execution torque setting process of FIG. 6 is executed, the CPU 72 of the hybrid electronic control unit 70 determines whether or not the vehicle is in a stopped state where the vehicle speed V is 0 (step S400), and whether or not the accelerator is off. (Step S410), it is determined whether or not the stop holding control flag Fstop is a value 1 (Step S420). When the vehicle is stopped and the accelerator is off and the stop holding control flag Fstop is 0, it is determined that the accelerator is off when the vehicle is normally stopped, and the required torque Tr * is set to the execution torque T * as it is ( Step S430), the execution torque setting process is terminated. At this time, since the accelerator is off when the vehicle is stopped, the creep torque Tcrp is set to the required torque Tr *, and this creep torque Tcrp is set as the execution torque T *. Thus, when the accelerator is off at the time of a normal stop, the creep torque Tcrp is output from the motor MG2 to the ring gear shaft 32a within the range of the input / output limits Win and Wout of the battery 50. On the other hand, when the stop holding control flag Fstop is 1 in step S420, the execution torque T * is set to 0 so that the creep torque Tcrp is not output (step S440), and the execution torque setting process is terminated. Thus, the unnecessary creep torque Tcrp can be prevented from being output from the motor MG2 when the accelerator is off during the stop by the stop holding control.

  When the vehicle is not stopped or the accelerator is on in steps S400 and S410, it is determined that the vehicle is starting or traveling, and it is determined whether or not the vehicle stop holding control flag Fstop is 0 (step S450). When the stop holding control flag Fstop is 0, it is determined that the vehicle is traveling including a normal start, and the execution torque T * (previous execution torque T *) set by the execution torque setting process last time is determined. It is determined whether or not the absolute value is equal to or greater than a predetermined torque Tref (step S460). The predetermined torque Tref is used to determine whether or not abnormal noise such as rattling noise can be generated in a gear mechanism such as the power distribution and integration mechanism 30 due to reversal of the sign of the torque acting on the ring gear shaft 32a. Those obtained in advance by experiments or the like can be used.

  When the stop holding control flag Fstop is 0 and the absolute value of the previous execution torque T * is equal to or greater than the predetermined torque Tref, the execution torque T * is set by the rate process using the first rate ΔT1 toward the required torque Tr *. When the stop holding control flag Fstop is 0 and the absolute value of the previous execution torque T * is less than the predetermined torque Tref, the second rate ΔT2 smaller than the first rate ΔT1 is set toward the required torque Tr *. The execution torque T * is set by the used rate processing (step S480), and the execution torque setting processing is terminated. In the embodiment, the first rate ΔT1 is determined based on the operating state of the engine 22 and the driving states of the motors MG1 and MG2 when it is determined that noise such as rattling noise cannot be generated in a gear mechanism such as the power distribution and integration mechanism 30. It is assumed that a rate value set as a relatively large value is used based on the above, and the second rate ΔT2 is suppressed when it is determined that abnormal noise such as rattling noise may occur. The rate value set in advance as a sufficiently small value is used. Further, the first rate ΔT1, the second rate ΔT2, and the third rate ΔT3, which will be described later, are set as the amount of change in the execution torque T * per start interval of the engine stop driving control routine of FIG. Thus, during normal traveling, it is possible to suppress the generation of noise such as rattling noise in the gear mechanism such as the power distribution and integration mechanism 30 and to suppress the driver from feeling uncomfortable. Torque that changes relatively quickly toward the required torque Tr * can be output to the ring gear shaft 32a within a range of 50 input / output limits Win, Wout.

  When the stop holding flag Fstop is a value of 1 in step S450, it is determined that the vehicle is starting due to the release of the stop holding control, and the third rate ΔT3 used for rate processing for setting the execution torque T * at the time of starting is determined. A temporary rate ΔT3tmp, which is a temporary value, is set based on the accelerator opening Acc (step S490), and the larger one of the set temporary rate ΔT3tmp and the first rate ΔT1 is set as the third rate ΔT3 ( Step S500), the execution torque setting process is terminated. In the embodiment, the temporary rate ΔT3tmp corresponds to the map stored in advance when the relationship between the accelerator opening degree Acc and the temporary rate ΔT3tmp is predetermined and stored in the ROM 74 as a temporary rate setting map. The provisional rate ΔT3tmp is derived and set. FIG. 8 shows an example of a temporary rate setting map. As shown in the figure, the provisional rate ΔT3tmp is set to a value larger than the second rate ΔT2, and a predetermined rate value is set for each of the accelerator opening Acc within a relatively small range and within a relatively large range. As the rate increases from this relatively small range to this relatively large range, a larger rate value is set.

  Here, an example of the state of time change of the accelerator opening Acc, the stop holding control flag Fstop, the brake hydraulic pressure, the execution torque T *, and the actual vehicle acceleration when the stop holding control is canceled and the vehicle starts. Shown in In the figure, the solid line shows the time change according to the embodiment, and the broken line shows the time change according to the comparative example for comparison with this embodiment. In the comparative example, the control is performed in the same manner as in the example except that the processes of steps S450 and S490 to S510 of the execution torque setting process of FIG. 6 are not performed. In the embodiment, when the accelerator pedal 83 starts to be depressed when the vehicle is stopped by the stop holding control, the setting of the execution torque T * is started at a relatively large third rate ΔT3 that is equal to or greater than the first rate ΔT1 used during normal traveling (time). t1) When the accelerator opening Acc is equal to or greater than the release determination threshold Aref, the release of the brake hydraulic pressure is started (time t2), and the execution torque is maintained at the third rate ΔT3 according to the depression of the accelerator pedal 83 even during the brake hydraulic pressure release process. When T * is set and then the release of the brake hydraulic pressure is completed, the stop holding control flag Fstop is reset to 0 and the setting of the execution torque T * is started with the first rate ΔT1 (time t3). Thus, while the braking torque due to the brake hydraulic pressure gradually decreases, the vehicle starts by the torque from the motor MG2 based on the gradually increasing execution torque T *. On the other hand, in the comparative example, even if the accelerator pedal 83 is depressed at the time of stop by the stop holding control at time t1, the value is set to 0 for the execution torque T * so that the creep torque Tcrp is not output until then. Since the execution torque T * is set with the second rate ΔT2 set to be sufficiently small to suppress gear rattling noise and the like, the execution torque T * rises gradually from the value 0, and the vehicle gradually Will start. As described above, when starting the vehicle while releasing the stop holding control, in the embodiment, when the absolute value of the execution torque T * changes within the range of less than the predetermined torque Tref including the value 0 as the third rate ΔT3. Is set to a value larger than the second rate ΔT2 set to be sufficiently small to suppress gear rattling noise and the like, and a value greater than the relatively large first rate ΔT1 used during normal driving is set. Using the set third rate ΔT3, the execution torque T * is set by the rate process toward the required torque Tr *, and the motor MG2 is controlled so that a torque corresponding to the execution torque T * is output. As a result, it is possible to improve the start performance when the vehicle is started by releasing the stop holding control started when the brake hold switch 89 is turned on by the driver.

  According to the hybrid vehicle 20 of the embodiment described above, when the stop holding control is canceled and the vehicle starts, the absolute value of the execution torque T * changes within a range including the value 0 and less than the predetermined torque Tref. The second rate ΔT2 set to be sufficiently small to suppress abnormal noise such as rattling noise of the gear mechanism such as the power distribution / integration mechanism 30 and a relatively large second torque used during normal driving. The third rate ΔT3 is set so as to be equal to or greater than one rate ΔT1, and the execution torque T * is set by the rate processing to the required torque Tr * using the third rate ΔT3 set in this way, and the execution torque is set. Since the motor MG2 is controlled such that T * is output, the start when the brake hold switch 89 is turned on by the driver and the stop holding control started is started. It is possible to improve the performance. In addition, since the temporary rate ΔT3tmp for setting the third rate ΔT3 used when the vehicle is started after canceling the stop holding control is set to a larger value as the accelerator opening Acc is larger, the stop holding control is released. It is possible to start appropriately in response to the driver's request. Further, since the creep torque Tcrp is set to the execution torque T * when the accelerator is off during normal stop, the value 0 is set to the execution torque T * when the accelerator is off during stop by the stop holding control. Unnecessary creep torque Tcrp may not be output from motor MG2. In addition, when the absolute value of the execution torque T * changes within a range less than the predetermined torque Tref including the value 0 during normal travel, the second is sufficiently smaller than the relatively large first rate ΔT1 used during normal travel. Since the execution torque T * is set using the rate ΔT2, the generation of noise such as rattling noise in the gear mechanism such as the power distribution and integration mechanism 30 is suppressed and the driver is prevented from feeling uncomfortable. When the absolute value of the execution torque T * changes outside the range less than the predetermined torque Tref, the execution torque T * is set using the relatively large first rate ΔT1, so that the direction toward the required torque Tr * is set. Torque that changes relatively quickly can be output. Of course, with execution of the stop holding control, the execution torque T * can be output from the motor MG2 to the ring gear shaft 32a as the drive shaft within the range of the input / output limits Win and Wout of the battery 50.

  In the hybrid vehicle 20 of the embodiment, when the stop holding control is canceled, the larger one of the temporary rate ΔT3tmp and the first rate ΔT1 is set to the third rate ΔT3 and the execution torque T * is set. However, the temporary torque ΔT3tmp may be set to the third rate ΔT3 as it is to set the execution torque T *.

  In the hybrid vehicle 20 of the embodiment, the provisional rate ΔT3tmp set when canceling the stop holding control is set to a value larger than the second rate ΔT2 in a range where the accelerator opening Acc is relatively small and within a relatively large range, respectively. While a predetermined rate value is set and the accelerator opening degree Acc increases from this relatively small range to this relatively large range, a larger rate value is set. Regardless of whether or not it is within a large range, a larger rate value may be set as the accelerator opening degree Acc increases.

  In the hybrid vehicle 20 of the embodiment, when the stop holding control is canceled, the provisional rate ΔT3tmp that increases as the accelerator opening Acc increases is set to set the third rate ΔT3, but from the second rate ΔT2 As long as the third rate ΔT3 is set so as to increase, the third rate ΔT3 may be set by setting a predetermined temporary rate ΔT3tmp larger than the second rate ΔT2 regardless of the accelerator opening Acc.

  In the hybrid vehicle 20 of the embodiment, the first rate ΔT1, the second rate ΔT2 smaller than the first rate ΔT1, the third rate ΔT3 larger than the second rate ΔT2 and greater than or equal to the first rate ΔT1 are used for the required torque Tr *. Although the execution torque T * is set using the rate process, the execution torque T * is set by applying a slow change process (for example, an annealing process) different from the rate process to the required torque Tr *. It may be a thing. For example, when the annealing process is used, instead of the rate process using the first rate ΔT1, the second rate ΔT2, and the third rate ΔT3, the time constant T1, the time constant T2 larger than the time constant T1, and the time constant smaller than the time constant T2. The execution torque T * may be set by subjecting the required torque Tr * to an annealing process with a time constant T3 equal to or less than T1.

  In the hybrid vehicle 20 of the embodiment, the accelerator pedal position sensor 84 that detects the depression amount of the accelerator pedal 83 and sets the accelerator opening Acc is used. However, the depression amount of the accelerator pedal 83 is determined by the accelerator pedal position sensor 84. In addition, when the detected depression amount of the accelerator pedal 83 is larger than a predetermined amount determined to be accelerator-on by the hybrid electronic control unit 70, the accelerator opening Acc is set larger than the value 0 and when it is smaller than the predetermined amount. The accelerator opening degree Acc may be set to 0. In this case, the predetermined amount may be a release determination threshold value Aref for releasing the stop holding control or a value smaller than this, and the release determination threshold value Aref at this time is the value of the accelerator pedal 83 detected by the accelerator pedal position sensor 84. The determination can be made based on the amount of depression.

  In the hybrid vehicle 20 of the embodiment, the operation of the engine 22 is stopped when the stop holding control is started, and the stop processing is released while the engine 22 is stopped. The process may be performed when the engine 22 is operated (for example, autonomous operation) when the holding control is started or when the vehicle is started after being released.

  In the hybrid vehicle 20 of the embodiment, the motor MG2 is attached to the ring gear shaft 32a as the drive shaft via the reduction gear 35. However, the motor MG2 may be directly attached to the ring gear shaft 32a, or Instead, the motor MG2 may be attached to the ring gear shaft 32a via a transmission such as a 2-speed, 3-speed, or 4-speed.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is changed by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modification of FIG. May be output to an axle (an axle connected to the wheels 64a and 64b in FIG. 10) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 63a and 63b are connected).

  Moreover, it is not limited to what is applied to such a hybrid vehicle, It is good also as a form of hybrid vehicles, such as a train other than a vehicle, and it does not matter as a form of the control method of a hybrid vehicle.

  Here, the correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the engine 22 corresponds to an “internal combustion engine”, the motor MG1 corresponds to a “generator”, the power distribution / integration mechanism 30 corresponds to a “three-axis power input / output unit”, and the motor MG2 corresponds to a “motor”. The battery 50 corresponds to the “power storage means”, and the one constituted by the brake master cylinder 90, the brake actuator 92, and the brake wheel cylinders 96a to 96d corresponds to the “braking force applying means”, and the brake hold The switch 89 corresponds to “stop holding instruction means”, the accelerator pedal position sensor 84 corresponds to “accelerator opening setting means”, and sets the required torque Tr * based on the accelerator opening Acc and the vehicle speed V. FIG. The hybrid electronic control unit 70 that executes the process of step S310 of the engine stop drive control routine of the 2 corresponds to the “setting means” and transmits a brake holding instruction signal to the brake ECU 94 in response to the establishment of a predetermined condition when the brake hold switch 89 is turned on, and the stop holding control routine Fstop shown in FIG. When the accelerator opening degree Acc is equal to or greater than 1 and the release determination threshold value Aref is greater than or equal to the release determination threshold value Aref, the hybrid electronic control unit 70 for executing the stop holding release control routine of FIG. The brake actuator 92 receives the holding instruction signal to hold the brake hydraulic pressure of the driving wheels 63a, 63b and the driven wheel, and receives the brake release instruction signal to release the brake hydraulic pressure of the driving wheel 63a, 63b and the driven wheel. The brake ECU 94 for controlling the vehicle corresponds to “stop holding control means”. The required torque Tr *, that is, the creep torque Tcrp is set to the execution torque T * when the accelerator is off when the vehicle is stopped, and the required torque depends on whether the absolute value of the previous execution torque T * is greater than or less than the predetermined torque Tref during normal driving. The execution torque T * is set by the rate process using the first rate ΔT1 or a smaller second rate ΔT2 toward the Tr *, and the execution torque T * is set to 0 when the accelerator is off when the vehicle is stopped by the stop holding control. When the vehicle is started from the stop by the stop holding control, the larger one of the temporary rate ΔT3tmp and the first rate ΔT1, which is set larger as the accelerator opening Acc is larger as the rate value larger than the second rate ΔT2, is set to the third rate ΔT3. And set the execution torque T * by rate processing using the third rate ΔT3 toward the required torque Tr *. The hybrid electronic control unit 70 that executes the execution torque setting process of FIG. 6 corresponds to “execution drive force setting means”, and a ring gear shaft as a drive shaft within the range of the input / output limits Win and Wout of the battery 50 A value 0 is set for the target rotational speed Ne * and the target torque Te * of the engine 22 and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set so that the engine 22 travels by outputting the driving force T * for execution to 32a. Then, based on hybrid electronic control unit 70 for executing the processing of steps S330 to S380 of the engine stop drive control routine of FIG. 4 to be transmitted to engine ECU 24 and motor ECU 40, target rotational speed Ne * and target torque Te *. An engine ECU 24 for controlling the engine 22 and a torque command T so that fuel injection control and ignition control are not performed. 1 *, and motor ECU40 for controlling the motor MG1, MG2 correspond to the "driving control device" based on Tm2 *.

  Here, the “internal combustion engine” is not limited to an internal combustion engine that outputs power using a hydrocarbon fuel such as gasoline or light oil, and may be any type of internal combustion engine such as a hydrogen engine. The “generator” is not limited to the motor MG1 configured as a synchronous generator motor, and may be any type of motor such as an induction motor that inputs and outputs power. The “three-axis power input / output means” is not limited to the power distribution / integration mechanism 30 described above, but includes four or more shafts using a double pinion type planetary gear mechanism or a combination of a plurality of planetary gear mechanisms. Connected to the three axles of the drive shaft connected to the axle, the output shaft of the internal combustion engine, and the rotating shaft of the generator, such as those connected to the shaft and those having a differential action different from the planetary gear such as a differential gear As long as the power is input / output to / from the remaining shafts based on the power input / output to / from any two of the three shafts, any configuration may be used. The “motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any type of motor such as an induction motor that inputs and outputs power to the drive shaft. The “storage means” is not limited to the battery 50 as a secondary battery, and may be anything as long as it can exchange power with a generator and an electric motor such as a capacitor. The “braking force applying means” is not limited to the one constituted by the brake master cylinder 90, the brake actuator 92, and the brake wheel cylinders 96a to 96d, and the braking force applied to the vehicle based on the driver's brake operation. As long as it is possible to apply braking force to the vehicle regardless of the driver's braking operation, any method may be used. The “stop holding instruction means” is not limited to the brake hold switch 89, and any means may be used as long as it gives an instruction to hold the vehicle, such as an electronic control unit. The “accelerator opening setting means” is not limited to the accelerator pedal position sensor 84, but is one that sets the accelerator opening based on the accelerator operation of the driver, such as a combination of a sensor and an electronic control unit. Anything can be used. The “required driving force setting means” is not limited to the one that sets the required torque Tr * based on the accelerator opening Acc and the vehicle speed V, but sets the required torque based only on the accelerator opening Acc. Any device may be used as long as it sets the required driving force based on the set accelerator opening. The “stop holding control means” is not limited to the combination of the hybrid electronic control unit 70 and the brake ECU 94, and may be configured by a single electronic control unit. The “stop holding control means” controls the brake actuator 92 so as to hold the brake hydraulic pressures of the drive wheels 63a and 63b and the driven wheels according to the establishment of a predetermined condition when the brake hold switch 89 is turned on. When the stop holding control flag Fstop is 1 and the accelerator opening Acc is equal to or greater than the release determination threshold value Aref, the brake actuator 92 is controlled to release the brake hydraulic pressure of the drive wheels 63a and 63b and the driven wheels. When the stop holding instruction is given by the stop holding instruction means, the braking force applying means is controlled so that the stop is held by applying the braking force by the braking force applying means, and the stopping of the stop by the stop holding instruction means is controlled. Based on the holding instruction, the accelerator opening set from the state where the vehicle is stopped is greater than or equal to the predetermined opening. As long as it is when a release condition includes a condition is satisfied and controls the braking force application means to be released state of the holding of the stop may be any ones.

  Further, as the “execution driving force setting means”, the required torque Tr *, that is, the creep torque Tcrp is set to the execution torque T * when the accelerator is off at the time of normal stopping, and the absolute value of the previous execution torque T * is set during normal driving. Depending on whether the value is greater than or less than a predetermined torque Tref, the execution torque T * is set by the rate processing using the first rate ΔT1 or the smaller second rate ΔT2 toward the required torque Tr *, and the vehicle is stopped by the stop holding control. When the accelerator is off, the execution torque T * is set to a value of 0, and when starting from the stop by the stop holding control, the temporary rate ΔT3tmp is set to be larger as the accelerator opening Acc is larger as the rate value larger than the second rate ΔT2. The larger one of the first rates ΔT1 is set to the third rate ΔT3 and the third rate ΔT3 is directed toward the required torque Tr *. It is not limited to the hybrid electronic control unit 70 that sets the execution torque T * by the rate processing used, but a predetermined creep torque when the accelerator is off when the vehicle is not stopped based on the stop holding instruction by the stop holding instruction means. The driving force for execution is set in accordance with the change in the required driving force set at the time of traveling other than the time of starting from the stop based on the stop holding instruction by the stop holding instruction means. When changing outside the predetermined range including the value 0, the driving force for execution is set so as to reach the required driving force set with the first amount of change per unit time and executed in accordance with the change of the set required driving force. When the driving force for use changes within a predetermined range, the driving force for execution is set so as to reach the required driving force set with the second change amount smaller than the first change amount. The execution driving force of 0 is set when the accelerator is off based on the stop holding instruction by the stop holding instruction means, and when starting from the stop based on the stop holding instruction by the stop holding instruction means. If the execution driving force is set such that the execution driving force reaches the required driving force set with the third change amount larger than the second change amount in accordance with the change of the set required driving force. It doesn't matter what. The “drive control means” is not limited to the combination of the hybrid electronic control unit 70, the engine ECU 24, and the motor ECU 40, and may be configured by a single electronic control unit. Further, as the “drive control means”, the target rotation of the engine 22 is performed so as to travel by outputting the execution drive force T * to the ring gear shaft 32a as the drive shaft within the range of the input / output limits Win and Wout of the battery 50. The number Ne * and the target torque Te * are set to a value of 0, and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set to control the engine 22 and the motors MG1 and MG2. Alternatively, any configuration may be used as long as the internal combustion engine, the generator, and the motor are controlled so that the set execution driving force is output.

  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. It is an example for specifically explaining the best mode for doing so, and does not limit the elements of the invention described in the column of means for solving the problem. 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.

  The best mode for carrying out the present invention has been described with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the gist of the present invention. Of course, it can be implemented in the form.

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

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. 5 is a flowchart illustrating an example of a stop holding start control routine executed by a hybrid electronic control unit 70. 5 is a flowchart showing an example of a stop holding release control routine executed by a hybrid electronic control unit 70. 5 is a flowchart showing an example of an engine stop time drive control routine executed by a hybrid electronic control unit 70; It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is a flowchart which shows an example of the execution torque setting process. It is explanatory drawing which shows an example of the collinear diagram which shows the dynamic relationship between the rotation speed and torque in the rotation element of the power distribution integration mechanism 30 when driving by the power from the motor MG2 with the engine 22 stopped. It is explanatory drawing which shows an example of the map for temporary rate setting. It is explanatory drawing which shows an example of the time change of the accelerator opening Acc, the stop holding control flag Fstop, the brake hydraulic pressure, the execution torque T *, and the actual vehicle acceleration when the stop holding control is canceled. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification.

Explanation of symbols

  20, 120 Hybrid vehicle, 22 engine, 24 electronic control unit (engine ECU) for engine, 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier, 35 Reduction gear, 40 Motor electronic control unit (motor ECU), 41, 42 Inverter, 43, 44 Rotation position detection sensor, 50 battery, 51 Temperature sensor, 52 Battery electronic control unit (battery ECU), 54 Power line, 60 Gear mechanism, 62 differential gear, 63a, 63b drive wheel, 64a, 64b wheel, 70 hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 Shift lever, 82 Shift position sensor, 83 Accelerator pedal, 84 Accelerator pedal position sensor, 85 Brake pedal, 86 Brake pedal position sensor, 88 Vehicle speed sensor, 89 Brake hold switch, 90 Brake master cylinder, 92 Brake actuator, 94 Brake electronics Control unit (brake ECU), 96a to 96d Brake wheel cylinder, MG1, MG2 motor.

Claims (4)

An internal combustion engine;
A generator that inputs and outputs power;
The remaining shaft is connected to three shafts of a drive shaft coupled to an axle, an output shaft of the internal combustion engine, and a rotating shaft of the generator, and based on power input to and output from any two of the three shafts 3-axis power input / output means for inputting / outputting power to / from,
An electric motor for inputting and outputting power to the drive shaft;
Power storage means capable of exchanging electric power with the generator and the motor;
Braking force applying means for applying a braking force to the vehicle based on the driver's braking operation and capable of applying the braking force to the vehicle regardless of the driver's braking operation;
Stop holding instruction means for instructing holding of the stop;
Accelerator opening setting means for setting the accelerator opening based on the driver's accelerator operation;
A required driving force setting means for setting a required driving force based on the set accelerator opening;
When the stop holding instruction is instructed by the stop holding instruction means, the braking force applying means is controlled to hold the stop by applying the braking force by the braking force applying means, and the stop holding by the stop holding instruction means The braking force is applied so that the stop holding state is released when the release condition including the condition that the set accelerator opening is equal to or greater than the predetermined opening degree is satisfied from the state in which the stop is held based on the instruction of Stop holding control means for controlling the means;
The execution driving force is set so that a predetermined creep torque is applied when the accelerator is off when the vehicle is not stopped based on the stop holding instruction by the stop holding instruction means, and the vehicle is stopped based on the stop holding instruction by the stop holding instruction means. When the running drive force changes outside the predetermined range including the value 0 in accordance with the change in the set required drive force, the first change amount per unit time is set as described above. The execution drive force is set so as to reach the required drive force, and when the execution drive force changes within the predetermined range as the set required drive force changes, a second smaller than the first change amount is set. The driving force for execution is set so as to reach the set required driving force with the amount of change of the vehicle, and the accelerator off at the time of stopping based on the stop holding instruction by the stop holding instruction means Is set to an execution driving force with a value of 0, and when starting from a stop based on the stop holding instruction by the stop holding instruction means, the execution driving force is changed according to the change in the set required driving force. An execution driving force setting means for setting the execution driving force so as to reach the set required driving force with a third change amount larger than the second change amount;
Drive control means for controlling the internal combustion engine, the generator, and the electric motor so that the set execution driving force is output;
A hybrid car with   2. The hybrid vehicle according to claim 1, wherein the execution driving force setting unit is a unit that sets the execution driving force using a change amount that increases as the set accelerator opening increases as the third change amount. .   The execution driving force setting means executes the first change amount as the third change amount when the change amount that increases as the set accelerator opening increases is smaller than the first change amount. The hybrid vehicle according to claim 2, which is means for setting a driving force for use. An internal combustion engine, a generator for inputting / outputting power, a drive shaft connected to an axle, an output shaft of the internal combustion engine, and a rotation shaft of the generator, which are connected to any one of the three axes. A three-shaft power input / output means for inputting / outputting power to / from the remaining shaft based on the power input / output to / from the motor, an electric motor for inputting / outputting power to / from the drive shaft, and the generator and the electric motor for exchanging electric power. Possible storage means, braking force applying means for applying braking force to the vehicle based on the driver's brake operation and applying braking force to the vehicle regardless of the driver's brake operation, and instructing to hold the vehicle In the hybrid vehicle comprising the stop holding instruction means, the braking force applying means so that the stop is held by applying the braking force by the braking force applying means when the stop holding instruction is given by the stop holding instruction means. The release condition including the condition that the accelerator opening based on the driver's accelerator operation is equal to or greater than the predetermined opening from the state of holding the stop based on the stop holding instruction by the stop holding instruction means is established. A control method for a hybrid vehicle, sometimes controlling the braking force applying means so as to release the holding state of the stop,
The internal combustion engine sets the execution driving force so that a predetermined creep torque is applied when the accelerator is off when the vehicle is not stopped based on the stop holding instruction by the stop holding instruction means, and outputs the set execution driving force. With control of the engine, the generator, and the electric motor, along with a change in the required driving force based on the accelerator opening during traveling other than when starting from the stop based on the stop holding instruction by the stop holding instruction means When the execution driving force changes outside the predetermined range including the value 0, the execution driving force is set so as to reach the required driving force with a first change amount per unit time, and the set execution driving force is output. The internal combustion engine, the generator, and the electric motor are controlled so that the vehicle is running at a time other than when starting from the stop based on the stop holding instruction by the stop holding instruction means. The execution driving force is set to reach the required driving force with a second change amount smaller than the first change amount when the execution driving force changes within the predetermined range as the required driving force changes. In addition, the internal combustion engine, the generator, and the electric motor are controlled so that the set execution driving force is output, and the value is 0 when the accelerator is off when the vehicle is stopped based on the stop holding instruction by the stop holding instruction means. And the internal combustion engine, the generator and the electric motor are controlled so that the set execution driving force is output, and the vehicle is stopped based on the stop holding instruction by the stop holding instruction means. If the execution driving force is set so that the execution driving force reaches the required driving force with a third change amount larger than the second change amount in accordance with the change in the required driving force when starting from the time It said controlling an internal combustion engine and the generator and the electric motor to perform driving force that the setting is output to,
A control method for a hybrid vehicle.

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