Hybrid vehicles

Abstract

To prevent a driver from having a discomfort feeling.SOLUTION: A hybrid vehicle includes: a first control unit that sets a target torque of an engine based on a request torque for traveling and sets a torque command for a motor based on torque of the engine; a second control unit that controls the engine based on the target torque of the engine from the first control unit; and a third control unit that controls the motor based on the torque command for the motor from the first control unit. In addition, the second control unit estimates an hour-later torque of the engine as read-ahead torque based on the target torque from the first control unit and transmits the read-ahead torque to the first control unit, and the first control unit sets the torque command for the motor based on the read-ahead torque from the second control unit.SELECTED DRAWING: Figure 3

Description

[Technical field]

[0001] The present invention relates to hybrid vehicles. [Background technology]

[0002] Conventionally, as this type of hybrid vehicle, one that includes an engine and a motor, an HVECU that sets a target torque of the engine and a torque command of the motor, an engine ECU that controls the engine based on the target torque of the engine from the HVECU, and a motor ECU that controls the motor based on a torque command of the motor from the HVECU has been proposed (see, for example, Patent Document 1). In this hybrid vehicle, when the HVECU sets a target torque of the engine, it sets an estimated torque of the engine by performing a response delay process on the target torque using a dead time and a first-order lag time constant, and sets a torque command of the motor using the estimated torque of the engine. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2008-290560 A Summary of the Invention [Problem to be solved by the invention]

[0004] In such hybrid vehicles, it is also considered that the HVECU sets a target torque and transmits it to the engine ECU, the engine ECU controls the engine based on the target torque and estimates the actual torque of the engine and transmits it to the HVECU, the HVECU sets a torque command for the motor based on the actual torque of the engine and transmits it to the motor ECU, and the motor ECU controls the motor based on the torque command for the motor.In this case, a discrepancy between the timing at which the engine achieves the target torque and the timing at which the motor achieves the torque command may cause the torque for driving to fluctuate, giving the driver a sense of discomfort.

[0005] The main object of the hybrid vehicle of the present invention is to suppress any discomfort felt by the driver. [Means for solving the problem]

[0006] The hybrid vehicle of the present invention employs the following means to achieve the above-mentioned main object.

[0007] The hybrid vehicle of the present invention is An engine and a motor; a first control device that sets a target torque of the engine based on a required torque for traveling and sets a torque command of the motor based on a torque of the engine; a second control device that controls the engine based on the target torque of the engine from the first control device; a third control device that controls the motor based on the torque command of the motor from the first control device; A hybrid vehicle comprising: the second control device estimates a torque of the engine after a first time as a look-ahead torque based on the target torque from the first control device and transmits the look-ahead torque to the first control device; The first control device sets the torque command of the motor based on the look-ahead torque from the second control device. The gist of the present invention is as follows.

[0008] The hybrid vehicle of the present invention includes a first control device that sets the target torque of the engine based on the required torque for driving and sets the torque command of the motor based on the torque of the engine, a second control device that controls the engine based on the target torque of the engine from the first control device, and a third control device that controls the motor based on the torque command of the motor from the first control device. The second control device estimates the torque of the engine after a first time based on the target torque from the first control device as a look-ahead torque and transmits it to the first control device, and the first control device sets the torque command of the motor based on the look-ahead torque from the second control device. This makes it possible to suppress a shift between the timing at which the target torque is realized by the engine and the timing at which the torque command is realized by the motor, and to suppress the occurrence of fluctuations in the torque for driving relative to the required torque, compared to a case in which the second control device estimates the actual torque of the engine and transmits it to the first control device, and the first control device sets the torque command of the motor based on the actual torque of the engine. As a result, it is possible to suppress the driver from feeling uncomfortable.

[0009] In the hybrid vehicle of the present invention, the first time may be a time required from reception of the target torque by the second control device to realization of the target torque by the engine, and the second control device may transmit the look-ahead torque at a timing earlier than the first time by a second time required from transmission of the look-ahead torque by the second control device to realization of the torque command by the motor. In this case, the second time may be a time based on a time required for communication of the look-ahead torque from the second control device to the first control device, a time required for communication of the torque command from the first control device to the third control device, and a time required from reception of the torque command by the third control device to realization of the torque command by the motor. In this way, it is possible to more sufficiently suppress a difference between the timing at which the target torque is realized by the engine and the timing at which the torque command is realized by the motor. [Brief description of the drawings]

[0010] [Figure 1] FIG. 1 is a diagram showing an outline of the configuration of a hybrid vehicle 20 according to an embodiment of the present invention. [Diagram 2] FIG. 2 is a diagram showing an outline of the configuration of an engine 22. [Diagram 3] 4 is a flowchart showing an example of the flow of processes executed by the HVECU 70, the engine ECU 24, and the motor ECU 34. [Figure 4] FIG. 11 is an explanatory diagram showing an example of the accelerator opening Acc, the required torque To* of the output shaft 42 of the transmission 40, the target torque Te* of the engine 22, the look-ahead torque Teah of the engine 22, the actual torque Teac of the engine 22, the torque command Tm* of the motor 30 set by the HVECU 70, the actual torque Tmac of the motor 30, and the actual torque Toac of the output shaft 42 of the transmission 40 in the embodiment and the comparative example. [Diagram 5] FIG. 13 is a diagram showing an outline of the configuration of a hybrid vehicle 220 according to a modified example. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0011] Next, a mode for carrying out the present invention will be described using examples. EXAMPLES

[0012] Fig. 1 is a schematic diagram showing the configuration of a hybrid vehicle 20 according to an embodiment of the present invention, and Fig. 2 is a schematic diagram showing the configuration of an engine 22. As shown in Fig. 1, the hybrid vehicle 20 according to the embodiment includes the engine 22, an engine electronic control unit (hereinafter referred to as "engine ECU") 24, a motor 30, an inverter 32, a motor electronic control unit (hereinafter referred to as "motor ECU") 34, a clutch K0, a clutch WSC, a transmission 40, a hydraulic control device 44, a transmission electronic control unit (hereinafter referred to as "transmission ECU") 46, a battery 50 as an electricity storage device, a battery electronic control unit (hereinafter referred to as "battery ECU") 52, and a hybrid electronic control unit (hereinafter referred to as "HVECU") 70.

[0013] The engine 22 is configured as an internal combustion engine that uses fuel such as gasoline or diesel from a fuel tank and outputs power through four strokes: intake, compression, expansion (explosive combustion), and exhaust. The crankshaft 23 of the engine 22 is connected to a rotating shaft 31 of a motor 30 via a clutch K0. As shown in FIG. 2, the engine 22 draws air cleaned by an air cleaner 122 into an intake pipe 123, passes the air through a throttle valve 124, and then draws the air into a combustion chamber 129 via an intake valve 128. In addition, fuel is injected from a fuel injection valve 126 during the intake stroke and compression stroke, and is explosively burned by an electric spark from an ignition plug 130. The reciprocating motion of a piston 132 that is pushed down along an inner wall surface of a cylinder 131 by the energy of the explosive combustion is converted into the rotational motion of the crankshaft 23. Exhaust exhaust from the combustion chamber 129 to an exhaust pipe 134 via an exhaust valve 133 is discharged to the outside air via a purification device 135. The purification device 135 has a purification catalyst (three-way catalyst) 135a that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx).

[0014] Although not shown, the engine ECU 24 includes a microcomputer having a CPU, ROM, RAM, flash memory, input / output ports, and communication ports. Signals from various sensors are input to the engine ECU 24 via input ports. Examples of signals input to the engine ECU 24 include a crank angle θcr from a crank position sensor 140 that detects the rotational position of the crankshaft 23 of the engine 22, and a coolant temperature Tw from a water temperature sensor 142 that detects the temperature of the coolant for the engine 22. Other examples of signals input to the engine ECU 24 include cam angles θci and θco from a cam position sensor 144 that detects the rotational position of an intake camshaft that opens and closes the intake valve 128 and the rotational position of an exhaust camshaft that opens and closes the exhaust valve 133. Other examples include the throttle opening θt from a throttle position sensor 124a that detects the position (opening) of the throttle valve 124, the intake air amount Qa from an air flow meter 123a attached upstream of the throttle valve 124 in the intake pipe 123, and the intake air temperature Ta from an intake air temperature sensor 123t attached upstream of the throttle valve 124 in the intake pipe 123. Other examples include a front air-fuel ratio AF1 from a front air-fuel ratio sensor 137 attached upstream of the purification device 135 in the exhaust pipe 134, and a rear air-fuel ratio AF2 from a rear air-fuel ratio sensor 138 attached downstream of the purification device 135 in the exhaust pipe 134.

[0015] Various control signals are output from the engine ECU 24 via an output port. Examples of signals output from the engine ECU 24 include a control signal to the throttle valve 124, a control signal to the fuel injector 126, and a control signal to the spark plug 130. The engine ECU 24 is connected to the HVECU 70 via a communication port. The engine ECU 24 calculates the rotation speed Ne of the engine 22 based on the crank angle θcr of the crankshaft 23 from the crank position sensor 140, and calculates the load factor KL of the engine 22 (the ratio of the volume of air actually taken in one cycle to the stroke volume per cycle of the engine 22) based on the intake air amount Qa from the air flow meter 123a and the engine 22 rotation speed Ne.

[0016] The motor 30 is configured as a synchronous generator motor, and has a rotor in which a permanent magnet is embedded, and a stator in which a three-phase coil is wound around the stator core. A rotating shaft 31 to which the rotor of the motor 30 is fixed is connected to the crankshaft 23 of the engine 22 via a clutch K0, and is also connected to an input shaft 41 of the transmission 40 via a clutch WSC. The inverter 32 is used to drive the motor 30, and is connected to a battery 50 via a power line 54. The motor 30 is rotationally driven by switching of a plurality of switching elements of the inverter 32.

[0017] Although not shown, the motor ECU 34 includes a microcomputer having a CPU, ROM, RAM, flash memory, input / output ports, and communication ports. Signals from various sensors are input to the motor ECU 34 via the input ports. Examples of signals input to the motor ECU 34 include a rotational position θm from a rotational position sensor 30a that detects the rotational position of the rotor (rotating shaft 31) of the motor 30, and phase currents Iu and Iv from current sensors 30u and 30v that detect currents of the respective phases of the motor 30. A control signal to the inverter 32 and the like are output from the motor ECU 34 via an output port. The motor ECU 34 is connected to the HVECU 70 via a communication port. The motor ECU 34 calculates the rotational speed Nm of the motor 30 based on the rotational position θm of the rotor (rotating shaft 31) of the motor 30 from the rotational position sensor 30a.

[0018] The clutch K0 is configured, for example, as a hydraulically driven friction clutch, and connects and releases the crankshaft 23 of the engine 22 and the rotating shaft 31 of the motor 30. The clutch WSC is configured, for example, as a hydraulically driven friction clutch, and connects and releases the rotating shaft 31 of the motor 30 and the input shaft 41 of the transmission 40. Both the clutch K0 and the clutch WSC have a hydraulic servo made up of a piston, a plurality of friction engagement plates (friction plates and separator plates), an oil chamber to which hydraulic oil is supplied, and the like.

[0019] The transmission 40 is configured as an automatic transmission with 4-speed, 6-speed, 8-speed, 10-speed, or the like, and has an input shaft 41, an output shaft 42, a plurality of planetary gears, and a plurality of hydraulically driven friction engagement elements (clutches and brakes). The input shaft 41 is connected to the rotating shaft 31 of the motor 30 via a clutch WSC, and the output shaft 42 is connected to driving wheels 49 via a differential gear 48. Each of the plurality of friction engagement elements has a hydraulic servo composed of a piston, a plurality of friction engagement plates (friction plates and separator plates), an oil chamber to which hydraulic oil is supplied, and the like. The transmission 40 establishes a forward speed or a reverse speed of each gear by bringing the plurality of friction engagement elements into an engaged state or a released state, thereby connecting the input shaft 41 and the output shaft 42 (transmitting power between them) and disconnecting the input shaft 41 and the output shaft 42.

[0020] The hydraulic control device 44 has a valve body in which multiple oil passages are formed, multiple regulator valves, multiple linear solenoid valves, etc. This hydraulic control device 44 adjusts the hydraulic pressure of the working oil from a mechanical oil pump or an electric oil pump, and supplies it to the clutch K0, the clutch WSC, the multiple friction engagement elements of the transmission 40, etc.

[0021] Although not shown, the transmission ECU 46 includes a microcomputer having a CPU, ROM, RAM, flash memory, input / output ports, and communication ports. Signals from various sensors are input to the transmission ECU 46 via the input ports. Examples of signals input to the transmission ECU 46 include the rotation speed Ni from a rotation speed sensor 41a that detects the rotation speed of the input shaft 41 of the transmission 40, the rotation speed No from a rotation speed sensor 42a that detects the rotation speed of the output shaft 42 of the transmission 40, and the oil temperature Tho of the hydraulic oil of the hydraulic control device 44. A control signal to the hydraulic control device 44 is output from the transmission ECU 46 via the output port. The transmission ECU 46 is connected to the HVECU 70 via a communication port.

[0022] The battery 50 is configured as, for example, a lithium ion secondary battery or a nickel hydrogen secondary battery, and is connected to the inverter 32 via the power line 54 as described above. The battery ECU 52 includes a microcomputer having a CPU, a ROM, a RAM, a flash memory, an input / output port, and a communication port, although not shown. Signals from various sensors required for managing the battery 50 are input to the battery ECU 52 via an input port. Examples of signals input to the battery ECU 52 include a voltage Vb from a voltage sensor that detects the voltage of the battery 50, a current Ib (positive value when discharging) from a current sensor that detects the current of the battery 50, and a temperature Tb from a temperature sensor that detects the temperature of the battery 50. The battery ECU 52 is connected to the HVECU 70 via a communication port. The battery ECU 52 calculates the power storage ratio SOC of the battery 50 based on an integrated value of the current Ib of the battery 50 from the current sensor, and calculates an output limit Wout of the battery 50 based on the calculated power storage ratio SOC and the temperature Tb of the battery 50 from the temperature sensor. The power storage ratio SOC is the ratio of the amount of power that can be discharged from the battery 50 to the total capacity of the battery 50, and the output limit Wout is the allowable output power that can be discharged from the battery 50.

[0023] Although not shown, the HVECU 70 includes a microcomputer having a CPU, a ROM, a RAM, a flash memory, an input / output port, and a communication port. Signals from various sensors are input to the HVECU 70 via the input port. Examples of signals input to the HVECU 70 include a start signal from a start switch 80 and a shift position SP from a shift position sensor 82 that detects the operation position of a shift lever 81. Examples of signals input to the HVECU 70 include an accelerator opening Acc from an accelerator pedal position sensor 84 that detects the depression amount of an accelerator pedal 83, and a brake pedal position BP from a brake pedal position sensor 86 that detects the depression amount of a brake pedal 85. Examples of signals input to the HVECU 70 include a vehicle speed V from a vehicle speed sensor 87 and a vehicle acceleration α from an acceleration sensor 88. As described above, the HVECU 70 is connected to the engine ECU 24, the motor ECU 34, the transmission ECU 46, and the battery ECU 52 via the communication port. Specifically, the HVECU 70 is individually connected to the engine ECU 24, the motor ECU 34, the transmission ECU 46, and the battery ECU 52 via dedicated communication lines, and exchanges information (communication frames) between the engine ECU 24, the motor ECU 34, the transmission ECU 46, and the battery ECU 52 via the dedicated communication lines using CAN communication.

[0024] The hybrid vehicle 20 of the embodiment thus configured runs in a hybrid driving (HV driving) mode or an electric driving (EV driving) mode through cooperative control of the HVECU 70, the engine ECU 24, the motor ECU 34, and the transmission ECU 46. The HV driving mode is a driving mode in which the clutches K0 and WSC are engaged and the engine 22 rotates. The EV driving mode is a driving mode in which the clutch K0 is released and the clutch WSC is engaged and the engine 22 does not rotate. The engagement states of the clutches K0 and WSC include not only a fully engaged state but also a slipping engaged state.

[0025] Next, the operation of the hybrid vehicle 20 of the embodiment thus configured, particularly the operation when traveling in the HV traveling mode, will be described. Fig. 3 is a flowchart showing an example of the flow of processing executed by the HVECU 70, the engine ECU 24, and the motor ECU 34. This flow of processing is executed repeatedly.

[0026] In the process flow of FIG. 3, the HVECU 70 first sets a required torque To* required for the output shaft 42 of the transmission 40 (step S100). Here, the required torque To* of the output shaft 42 can be set, for example, using the accelerator opening Acc, the vehicle speed V, and a required torque setting map. For the accelerator opening Acc, a value detected by the accelerator pedal position sensor 84 is used. For the vehicle speed V, a value detected by the vehicle speed sensor 87 is used. The required torque setting map is determined in advance as a relationship between the accelerator opening Acc and the vehicle speed V and the required torque To*.

[0027] Next, as shown in equation (1), a value obtained by dividing the required torque To* of the output shaft 42 of the transmission 40 by the gear ratio Gt of the transmission 40 is set as a required torque Ti* required of the input shaft 41 of the transmission 40 (step S110). Here, as the gear ratio Gt of the transmission 40, a value corresponding to the gear stage M of the transmission 40 may be used, or a value obtained by dividing the rotation speed Ni of the input shaft 41 of the transmission 40 from the rotation speed sensor 41a by the rotation speed No of the output shaft 42 of the transmission 40 from the rotation speed sensor 42a may be used.

[0028] Ti*=To* / Gt (1)

[0029] Then, the target torque Te* of the engine 22 is set by performing slow-change processing such as smoothing processing and rate processing on the required torque Tetg of the engine 22, which is based on the required torque Ti* of the input shaft 41 of the transmission 40 and the storage rate SOC of the battery 50 (step S120), and the set target torque Te* of the engine 22 is transmitted to the engine ECU 24 via CAN communication (step S130).

[0030] When the engine ECU 24 receives the target torque Te* of the engine 22 from the HVECU 70 (step S140), it performs operation control (intake air amount control, fuel injection control, ignition control) of the engine 22 so that the engine 22 is operated at the target torque Te* (step S150). In the intake air amount control, a target intake air amount Qa* is set based on the target torque Te*, a throttle opening θt* is set so that the difference between the intake air amount Qa and the target intake air amount Qa* is cancelled, and the throttle valve 124 is controlled using the set throttle opening θt*. In the fuel injection control, a target fuel injection amount Qf* of the fuel injection valve 126 is set so that the difference between the front air-fuel ratio AF1 and the target air-fuel ratio AF1* (for example, the theoretical air-fuel ratio) is cancelled, and the fuel injection valve 126 is controlled using the set target fuel injection amount Qf*. In the ignition control, a target ignition timing Tf* is set based on the rotation speed Ne and the load factor KL of the engine 22, and the spark plug 130 is controlled using the set target ignition timing Tf*.

[0031] In the fuel injection control and ignition control, the throttle opening θt* is reflected in the control of the throttle valve 124 in the intake air amount control, and then the target fuel injection amount Qf* and the target ignition timing Tf* are reflected in the control of the fuel injection valve 126 and the spark plug 130 at a timing close to when the air that has passed through the throttle valve 124 reaches the combustion chamber 129. For this reason, a certain amount of time T1 (for example, about several tens to several hundreds of msec) is required from when the engine ECU 24 receives the target torque Te* of the engine 22 until the engine 22 realizes the target torque Te* (a control delay occurs). This time T1 becomes shorter as the rotation speed Ne of the engine 22 increases. The relationship between the rotation speed Ne of the engine 22 and the time T1 is determined in advance as a rotation speed-time map through experiments and analysis.

[0032] The engine ECU 24 then estimates the torque of the engine 22 when a time T1 has elapsed since the target torque Te* is received as a look-ahead torque Teah based on the intake air amount Qa when the throttle opening θt* is reflected in the control of the throttle valve 124, and the fuel injection amount Qf and the ignition timing Tf before the target fuel injection amount Qf* and the target ignition timing Tf* are reflected in the control of the fuel injection valve 126 and the spark plug 130 (step S160), and transmits the estimated look-ahead torque Teah of the engine 22 to the HVECU 70 by CAN communication when a time T2 has elapsed since the target torque Te* was received (step S170). Details of the time T2 will be described later.

[0033] When the HVECU 70 receives the look-ahead torque Teah of the engine 22 from the engine ECU 24 (step S180), it sets the torque command Tm* of the motor 30 to a value obtained by subtracting the look-ahead torque Teah of the engine 22 from the required torque Ti* of the output shaft 42 of the transmission 40 as shown in formula (2) (step S190), and transmits the set torque command Tm* of the motor 30 to the motor ECU 34 by CAN communication (step S200). Here, the communication of the look-ahead torque Teah of the engine 22 from the engine ECU 24 to the HVECU 70 requires a time T3a that is sufficiently shorter than the above-mentioned time T1 (a communication delay occurs). Note that the time from the reception of the look-ahead torque Teah by the HVECU 70 to the transmission of the torque command Tm* is set to be sufficiently short to be negligible.

[0034] Tm*=Ti*-Teah (2)

[0035] When the motor ECU 34 receives the torque command Tm* of the motor 30 (step S210), the motor ECU 34 performs switching control of a plurality of switching elements of the inverter 32 so that the motor 30 is driven by the torque command Tm* (step S220). Here, communication of the torque command Tm* of the motor 30 from the HVECU 70 to the motor ECU 34 requires a time T3b that is sufficiently shorter than the above-mentioned time T1 (a communication delay occurs).

[0036] The control of the inverter 32 will be specifically described. First, the U-phase and V-phase currents Iu and Iv of the motor 30 are coordinate-converted (3-phase-to-2-phase conversion) into d-axis and q-axis currents Id and Iq using the electrical angle θe of the motor 30, and the d-axis and q-axis current commands Id* and Iq* are set based on the torque command Tm* of the motor 30. Next, the d-axis and q-axis voltage commands Vd* and Vq* are set so that the differences between the d-axis and q-axis currents Id and Iq and the current commands Id* and Iq* are cancelled out, and the d-axis and q-axis voltage commands Vd* and Vq* are coordinate-converted (2-phase-to-3-phase conversion) into U-phase, V-phase and W-phase voltage commands Vu, Vv*, and Vw* using the electrical angle θe of the motor 30. Then, PWM signals for multiple switching elements of the inverter 32 are generated using the U-phase, V-phase, and W-phase voltage commands Vu, Vv*, and Vw* and a triangular wave (carrier wave), and the generated PWM signals for the multiple switching elements are used to control the switching of the multiple switching elements. For this reason, a time T3c that is sufficiently shorter than the above-mentioned time T1 is required from the reception of the torque command Tm* by the motor ECU 34 to the realization of the torque command Tm* by the motor 30 (a control delay occurs).

[0037] As described above, the time T1 is the time required from the reception of the target torque Te* by the engine ECU 24 to the realization of the target torque Te* by the engine 22. The time T2 is the time required from the reception of the target torque Te* by the engine ECU 24 to the transmission of the look-ahead torque Teah. The time T3a is the time required for the engine ECU 24 to communicate the look-ahead torque Teah to the HVECU 70. The time from the reception of the look-ahead torque Teah by the HVECU 70 to the transmission of the torque command Tm* was considered to be a negligibly short time. The time T3b is the time required for the communication of the torque command Tm* from the HVECU 70 to the motor ECU 34. The time T3c is the time required from the reception of the torque command Tm* by the motor ECU 34 to the realization of the torque command Tm* by the motor 30. Therefore, the sum of the times T3a, T3b, and T3c is the time required from the transmission of the look-ahead torque Teah by the engine ECU 24 until the realization of the torque command Tm* by the motor 30.

[0038] In the embodiment, based on this, the time T2 is set to be shorter than the time T1 by the sum of the times T3a, T3b, and T3c. Therefore, the time T1 is the same as the sum of the times T2, T3a, T3b, and T3c, so that the timing at which the target torque Te* is realized by the engine 22 and the timing at which the torque command Tm* is realized by the motor 30 can be aligned. This makes it possible to suppress deviation of the two timings and suppress the occurrence of fluctuations (e.g., overshoot) of the actual torque of the output shaft 42 of the transmission 40 relative to the required torque To*. As a result, it is possible to suppress the driver from feeling uncomfortable. As described above, since the time T1 is a variable value based on the rotation speed Ne of the engine 22, the time T2 is also a variable value based on the rotation speed Ne of the engine 22.

[0039] 4 is an explanatory diagram showing an example of the accelerator opening Acc, the required torque To* of the output shaft 42 of the transmission 40, the target torque Te* of the engine 22, the look-ahead torque Teah of the engine 22, the actual torque Teac of the engine 22, the torque command Tm* of the motor 30 set by the HVECU 70, the actual torque Tmac of the motor 30, and the actual torque Toac of the output shaft 42 of the transmission 40 in the embodiment and the comparative example. In the figure, the accelerator opening Acc, the required torque To*, the target torque Te*, and the actual torque Teac are common to the embodiment and the comparative example. In the comparative example, instead of the processing of steps S160 and S170, the engine ECU 24 estimates the actual torque Teac of the engine 22 and transmits it to the HVECU 70, and instead of the processing of steps S180 and S190, the HVECU 70 receives the actual torque Teac of the engine 22 and uses it to set the torque command Tm* of the motor 30. The estimation process of the actual torque Teac of the engine 22 is performed by estimating the torque of the engine 22 after the time T1 has elapsed since the reception of the target torque Te* as the actual torque Teac, based on the intake air amount Qa, the fuel injection amount Qf, and the ignition timing Tf when the target fuel injection amount Qf* and the target ignition timing Tf* are reflected in the control of the fuel injection valve 126 and the spark plug 130 after the target torque Te* is received. Therefore, it takes approximately time T1 from the reception of the target torque Te* by the engine ECU 24 until the actual torque Teac is transmitted to the HVECU 70.

[0040] In the comparative example, since the actual torque Teac of the engine 22 is used to set the torque command Tm* of the motor 30, the timing when the engine 22 realizes the target torque Te* and the timing when the motor 30 realizes the torque command Tm* are shifted by about the sum of the times T3a, T3b, and T3c. Therefore, the actual torque To of the output shaft 42 of the transmission 40 may fluctuate (such as overshoot) with respect to the required torque To*, which may give the driver a sense of discomfort. In contrast, in the embodiment, the look-ahead torque Teah estimated at an earlier timing than the actual torque Teac of the engine 22 is used to set the torque command Tm* of the motor 30, thereby making it possible to suppress a shift between the timing when the engine 22 realizes the target torque Te* and the timing when the motor 30 realizes the torque command Tm*. Moreover, the engine ECU 24 transmits the look-ahead torque Teah to the HVECU 70 at time T2, i.e., a time shorter than time T1 by the sum of times T3a, T3b, and T3c, from the reception of the target torque Te*, thereby more sufficiently suppressing a misalignment between the timing at which the engine 22 realizes the target torque Te* and the timing at which the motor 30 realizes the torque command Tm*. By suppressing a misalignment between the two timings in this manner, it is possible to suppress the occurrence of a fluctuation (such as an overshoot) of the actual torque To of the output shaft 42 of the transmission 40 relative to the required torque To*. As a result, it is possible to suppress a feeling of discomfort felt by the driver.

[0041] In the hybrid vehicle 20 of the embodiment described above, the engine ECU 24 controls the engine 22 based on the target torque Te* from the HVECU 70, estimates the torque of the engine 22 after the time T1 has elapsed since the reception of the target torque Te* as the look-ahead torque Teah, and transmits it to the HVECU 70. The HVECU 70 sets the torque command Tm* of the motor 30 based on this look-ahead torque Teah and transmits it to the motor ECU 34. The motor ECU 34 controls the motor 30 (inverter 32) based on this torque command Tm*. This makes it possible to suppress a discrepancy between the timing at which the target torque Te* is realized by the engine 22 and the timing at which the torque command Tm* is realized by the motor 30. Moreover, the engine ECU 24 transmits the look-ahead torque Teah to the HVECU 70 when the time T2 has elapsed since the reception of the target torque Te*, that is, when a time shorter than the time T1 by the sum of the times T3a, T3b, and T3c has elapsed. This makes it possible to more sufficiently suppress deviation between the timing at which the engine 22 realizes the target torque Te* and the timing at which the motor 30 realizes the torque command Tm*. By suppressing deviation between the two timings in this manner, it is possible to suppress the occurrence of fluctuations (such as overshoot) in the actual torque To of the output shaft 42 of the transmission 40 relative to the required torque To*. As a result, it is possible to suppress the driver from feeling uncomfortable.

[0042] In the hybrid vehicle 20 of the embodiment, the engine ECU 24 transmits the look-ahead torque Teah of the engine 22 to the HVECU 70 when time T2 has elapsed since the reception of the target torque Te*, that is, when a time shorter than time T1 by the sum of times T3a, T3b, and T3c has elapsed. The time T2 is set to a variable value based on the rotation speed Ne of the engine 22, similar to the time T1. However, fixed values ​​(constant values) may be used as the times T1 and T2. Even in this case, the engine ECU 24 estimates the look-ahead torque Teah and transmits it to the HVECU 70 at a timing earlier than the timing when the engine ECU 24 estimates the actual torque Teac and transmits it to the HVECU 70, thereby making it possible to suppress to some extent a difference between the timing when the target torque Te* is realized by the engine 22 and the timing when the torque command Tm* is realized by the motor 30.

[0043] In the hybrid vehicle 20 of the embodiment, the transmission 40 is configured as a stepped transmission. However, instead of this, the transmission 40 may be configured as a continuously variable transmission.

[0044] In the hybrid vehicle 20 of the embodiment, the battery 50 is used as the power storage device. However, a capacitor may be used as the power storage device.

[0045] The hybrid vehicle 20 of the embodiment includes the engine ECU 24, the motor ECU 34, the transmission ECU 46, the battery ECU 52, and the HVECU 70. However, it is sufficient if the hybrid vehicle 20 includes the engine ECU 24, the motor ECU 34, and the HVECU 70, and the transmission ECU 46 and the battery ECU 52 may be configured integrally with any of the engine ECU 24, the motor ECU 34, and the HVECU 70.

[0046] The hybrid vehicle 20 of the embodiment includes the engine 22, the motor 30, the inverter 32, the clutch K0, the clutch WSC, the transmission 40, the hydraulic control device 44, the battery 50, the engine ECU 24, the motor ECU 34, and the HVECU 70. However, as shown in a modified hybrid vehicle 220 of FIG. 5, the hybrid vehicle 20 may include a motor 60 and an inverter 62 in addition to the same configuration as the hybrid vehicle 20. The motor 60 is configured as a synchronous generator motor like the motor 30, and a rotating shaft 61 to which a rotor of the motor 60 is fixed is connected to driving wheels 69 via a differential gear 68. The inverter 62 is used to drive the motor 60 and is connected to the power line 54 together with the inverter 32 and the battery 50. The motor 60 is rotated and driven by switching of a plurality of switching elements of the inverter 62. The motor ECU 34 also receives inputs of a rotational position θm2 from a rotational position sensor 60a that detects the rotational position of the rotor (rotary shaft 61) of the motor 60, and phase currents Iu2, Iv2 from current sensors 60u, 60v that detect currents of the respective phases of the motor 60, via an input port. A control signal to the inverter 62 is also output from the motor ECU 34 via an output port. This hybrid vehicle 220 also includes an engine ECU 24, a motor ECU 34, and an HVECU 70, similar to the hybrid vehicle 20, and can be considered similar to the embodiment. Note that the present invention is not limited to the hybrid vehicles 20 and 220, and may be any hybrid vehicle that includes an engine 22, a motor 30, an engine ECU 24, a motor ECU 34, and an HVECU 70.

[0047] The relationship between the main elements of the embodiment and the main elements of the invention described in the section on means for solving the problem will be described below. In the embodiment, the engine 22 corresponds to the "engine", the motor 30 corresponds to the "motor", the HVECU 70 corresponds to the "first control device", the engine ECU 24 corresponds to the "second control device", and the motor ECU 34 corresponds to the "third control device".

[0048] The correspondence between the main elements of the Examples and the main elements of the invention described in the Summary of the Problem column does not limit the elements of the invention described in the Summary of the Problem column, since the Examples are examples for specifically explaining the mode for implementing the invention described in the Summary of the Problem column. In other words, the interpretation of the invention described in the Summary of the Problem column should be based on the description in that column, and the Examples are merely a specific example of the invention described in the Summary of the Problem column.

[0049] Although the form for carrying out the present invention has been described above using examples, the present invention is not limited to these examples in any way, and it goes without saying that the present invention can be carried out in various forms without departing from the scope of the gist of the present invention. [Industrial Applicability]

[0050] The present invention can be used in the hybrid vehicle manufacturing industry and the like. [Explanation of symbols]

[0051] 20,220 Hybrid vehicle, 22 Engine, 23 Crankshaft, 24 Engine ECU, 30,60 Motor, 30a,60a Rotational position sensor, 30u,30v,60u,60v Current sensor, 31,61 Rotating shaft, 32,62 Inverter, 34 Motor ECU, 40 Transmission, 41 Input shaft, 41a RPM sensor, 42 Output shaft, 42a RPM sensor, 44 Hydraulic control device, 46 Transmission ECU, 48,68 Differential gear, 49,69 Drive wheel, 50 Battery, 52 Battery ECU, 54 Power line, 70 HVECU, 80 Start switch, 81 Shift lever, 82 Shift position sensor, 83 Accelerator pedal, 84 Accelerator pedal position sensor, 85 Brake pedal, 86 Brake pedal position sensor, 87 Vehicle speed sensor, 88 acceleration sensor, 122 air cleaner, 123 intake pipe, 123a air flow meter, 123t intake air temperature sensor, 124 throttle valve, 124a throttle position sensor, 126 fuel injector, 128 intake valve, 129 combustion chamber, 130 spark plug, 131 cylinder, 132 piston, 133 exhaust valve, 134 exhaust pipe, 135 purification device, 137 front air-fuel ratio sensor, 138 rear air-fuel ratio sensor, 140 crank position sensor, 142 water temperature sensor, 144 cam position sensor.

Claims

[Claim 1] An engine and a motor; a first control device that sets a target torque of the engine based on a required torque for traveling and sets a torque command of the motor based on a torque of the engine; a second control device that controls the engine based on the target torque of the engine from the first control device; a third control device that controls the motor based on the torque command of the motor from the first control device; A hybrid vehicle comprising: the second control device estimates a torque of the engine after a first time period as a look-ahead torque based on the target torque from the first control device and transmits the look-ahead torque to the first control device; The first control device sets the torque command of the motor based on the look-ahead torque from the second control device. Hybrid car.

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