Mobile body

Abstract

Provided is a vehicle Ve which comprises an engine ENG, a power generation motor GEN that is mechanically connected to the engine ENG, a main drive motor MOT1 that is mechanically connected to a drive wheel, and a control device ECU, in which the power generation motor GEN and the main drive motor MOT1 are electrically connected, in which the power generation motor generates power using the output of the engine ENG, and which can be moved by the output of the main drive motor MOT1, wherein the control device ECU has a rotation speed control unit 100 which, when a prescribed operation has been performed during movement, uses the output of the engine ENG and / or the power generation motor GEN to perform rotation speed increase control for increasing the engine speed Ne, and the rotation speed control unit 100 changes the output ratio of the output of the engine ENG to the output of the power generation motor GEN in the rotation speed increase control according to the movement speed of the vehicle Ve.

Description

Moving body

[0001] The present invention relates to a moving body.

[0002] In recent years, efforts to achieve a low-carbon society or a decarbonized society have become active, and in vehicles as well, research and development on electrification technologies have been carried out in order to reduce CO2 emissions and improve energy efficiency.

[0003] For example, Patent Document 1 describes a vehicle equipped with a manual shift mode in which an arbitrary gear stage selected by a user can be set in a hybrid vehicle equipped with an engine and a motor generator. In such a hybrid vehicle, the engine speed may be increased for shift control in response to a downshift operation by the user. Such control is called blipping control.

[0004] Japanese Patent Application Laid-Open No. 2016-084034

[0005] As described above, blipping control is realized by increasing the engine speed. In the hybrid vehicle described in Patent Document 1, the engine speed is increased by the output of the engine or the output of the motor generator based on the magnitude of the charging power from the motor to the battery during blipping control. On the other hand, depending on the state of each component constituting the vehicle such as the engine and the battery, simply switching the output of the engine and the output of the motor generator based on the magnitude of the charging power may be insufficient as control.

[0006] The present invention provides a moving body capable of flexibly controlling the output of a prime mover and the output of an electric motor during blipping control.

[0007] One aspect of the present invention comprises a prime mover, a first electric motor mechanically connected to the prime mover, a second electric motor mechanically connected to a drive wheel, and a control device, wherein the first electric motor and the second electric motor are electrically connected, the first electric motor generates electricity using the output of the prime mover, and the second electric motor moves the mobile body, the control device has a rotational speed control unit that, when a predetermined operation is performed during movement, increases the rotational speed of the prime mover using the output of at least one of the prime mover and the first electric motor, and the rotational speed control unit varies the output ratio of the output of the prime mover and the output of the first electric motor in the rotational speed increase control according to the moving speed of the mobile body.

[0008] According to the present invention, it becomes possible to flexibly control the output of the prime mover or electric motor during blipping control.

[0009] Figure 1 is a schematic diagram showing an example of the configuration of vehicle Ve. Figure 2 is a diagram illustrating the configuration inside the front room 3. Figure 3 is a block diagram illustrating an example of a control unit (ECU). Figure 4 is a diagram illustrating an example of the output ratio of blipping control according to vehicle speed. Figure 5 is a diagram illustrating another example of the output ratio of blipping control according to vehicle speed. Figure 6 is a diagram illustrating an example of the output ratio of blipping control according to the temperature of the battery BAT. Figure 7 is a diagram illustrating another example of the output ratio of blipping control according to the temperature of the battery BAT. Figure 8 is a diagram showing an example of the shift maps for normal mode, eco mode, and sport mode. Figure 9 is a diagram illustrating an example of the output ratio of blipping control according to the amount of charge stored in the battery BAT. Figure 10 is a diagram illustrating another example of the output ratio of blipping control according to the amount of charge stored in the battery BAT. Figure 11 is a diagram illustrating an example of the output ratio of blipping control according to the amount of charge stored in the battery BAT based on each driving mode. Figure 12 is a diagram illustrating another example of the output ratio of blipping control according to the amount of charge stored in the battery BAT based on each driving mode. Figure 13 is an example of a map showing the output power based on the battery charge amount and battery temperature. Figure 14 is a diagram illustrating the blipping ratio between the engine ENG and the generator motor GEN based on the catalyst temperature. Figure 15 is a flowchart showing an example of a control example in an embodiment. Figure 16 is a time chart showing an example of the changes in each parameter when blipping control is performed by the generator motor GEN. Figure 17 is a time chart showing an example of the changes in each parameter when blipping control is performed by the engine ENG.

[0010] Hereinafter, one embodiment of the present invention will be described with reference to the drawings. The following embodiments are not limiting to the present invention, and not all of the elements described in the following embodiments are essential to the present invention. Furthermore, two or more elements described in the following embodiments may be arbitrarily combined without departing from the spirit of the present invention. In the following, identical or similar elements will be denoted by the same or similar reference numerals, and their descriptions may be omitted or simplified.

[0011] [Vehicle] The vehicle targeted in this embodiment is a hybrid vehicle capable of so-called series driving (hereinafter simply referred to as "vehicle"). Vehicle Ve is an example of a "mobile body". As shown in Figure 1, vehicle Ve in this embodiment comprises a mechanically independent main drive unit DU1 and a secondary drive unit DU2. Here, "mechanically independent" means that the power of one is not mechanically transmitted to the other by a propeller shaft or the like. In this embodiment, the main drive unit DU1 outputs a main driving force to drive the front wheels FWR, and the secondary drive unit DU2 outputs a secondary driving force to drive the rear wheels RWR.

[0012] As an example, in this embodiment, the main drive unit DU1 is positioned as the primary drive source in the vehicle Ve, and the secondary drive unit DU2 is positioned as an auxiliary drive source. A relatively large motor is used as the main drive motor MOT1 for the main drive unit DU1, and a smaller motor is used as the secondary drive motor MOT2 for the secondary drive unit DU2 compared to the main drive motor MOT1.

[0013] Vehicle Ve further includes a battery BAT, which is an energy storage device, a voltage control unit VCU, and a control unit ECU.

[0014] A battery (BAT) is a rechargeable secondary battery having multiple energy storage cells connected in series or in series-parallel. A battery (BAT) is configured to output high voltages, such as 100 to 400 [V]. Lithium-ion batteries and nickel-metal hydride batteries can be used as the energy storage cells in a battery (BAT).

[0015] The voltage control unit (VCU) boosts the output voltage from the battery (BAT) while keeping it as DC, and outputs the boosted voltage to the main drive unit (DU1) and the secondary drive unit (DU2). In other words, in vehicle Ve, the boosted voltage generated by a single voltage control unit (VCU) can be supplied to both the main drive unit (DU1) and the secondary drive unit (DU2) in common. The voltage control unit (VCU) may also step down the input voltage input to the battery (BAT). The voltage control unit (VCU) is, for example, a DC-DC converter.

[0016] [Main drive unit] The main drive unit DU1 comprises an engine ENG, which is an example of a prime mover; a generator motor GEN, which is an example of a first electric motor; a main drive motor MOT1, which is an example of a second electric motor; a first inverter INV1; a second inverter INV2; and a first transmission mechanism T1.

[0017] An engine is an internal combustion engine such as a gasoline engine or a diesel engine, in which engine power is generated by the combustion of air introduced through the intake passage and engine fuel injected from the fuel injection valve. Inside the combustion chamber, exhaust gas, which is combustion gas, is generated. This exhaust gas is discharged through the exhaust passage. A catalyst 2 is placed in the exhaust passage to oxidize HC (hydrocarbons) contained in the exhaust gas and / or reduce NOx (nitrogen oxides) to remove these chemical substances. The catalyst 2 is required to be heated up to a predetermined activation temperature, and an upper temperature limit is set in advance to avoid damage due to overheating.

[0018] Figure 2 shows the configuration of the front room 3 of vehicle Ve where the engine ENG and other components are located. As indicated by the arrows, the engine ENG and catalyst 2 are cooled by outside air flowing into the front room 3. Here, the configuration of the front room 3 will be briefly explained. Inside the front room 3, in front of the engine ENG (on the left side of the page), are the first radiator 4, the second radiator 5, the condenser 6, and the cooling fan 7.

[0019] The first radiator 4 is a heat dissipation device provided in a first cooling circuit (not shown) that cools the engine ENG, and dissipates heat from the first refrigerant (e.g., LLC: Long Life Coolant) circulating in the first cooling circuit to the outside air. To cool the engine ENG, which generates a large amount of heat, the first radiator 4 is made larger than the second radiator 5 and the condenser 6. The second radiator 5 cools the voltage control unit VCU and each inverter INV, which will be described later, and is provided in a second cooling circuit (not shown) different from the first cooling circuit, and dissipates heat from the second refrigerant (e.g., LLC) circulating in the second cooling circuit to the outside air.

[0020] The condenser 6 is a component that dissipates the heat of condensation from the refrigerant circuit (refrigeration cycle) of the vehicle Ve's air conditioning system to the outside air. The cooling fan 7 is a fan that increases the amount of air passing through the first radiator 4, the second radiator 5, and the condenser 6.

[0021] Furthermore, a grill shutter 8 is provided at the front end of the front room 3 to allow outside air to flow into the front room 3. Specifically, the grill shutter 8 includes an upper shutter 8a positioned opposite the front of the condenser 6, and a lower shutter 8b positioned opposite the front of the second radiator 5. These upper shutter 8a and lower shutter 8b are provided with opening / closing members (not shown) to control the incoming outside air. When the opening / closing members are controlled to the fully open state by the control unit ECU (described later), the amount of outside air flowing into the front room 3 is maximized, and when the opening / closing members are controlled to the fully closed state, the amount of outside air flowing into the front room 3 is minimized.

[0022] The first cooling circuit, in which the first radiator 4 is provided, is equipped with a known water pump and thermostat (not shown). These water pump, thermostat, and the aforementioned first radiator 4, second radiator 5, cooling fan 7, and grill shutter 8 can all be considered heat exchange devices for maintaining the engine at an appropriate temperature. Therefore, in the following explanation, these devices may be collectively referred to as the heat exchange device 9.

[0023] Returning to Figure 1, the main drive motor MOT1 and the generator motor GEN are connected to the battery BAT via the voltage control unit VCU, the first inverter INV1, and the second inverter INV2, enabling power supply from the battery BAT and energy regeneration to the battery BAT. In Figure 1, dotted lines indicate power wiring, and dashed lines indicate control signal lines.

[0024] The first inverter INV1 converts DC voltage to AC voltage and supplies three-phase current to the generator motor GEN. The first inverter INV1 also converts the AC voltage generated by the generator motor GEN to DC voltage.

[0025] The second inverter INV2 converts DC voltage to AC voltage and supplies three-phase current to the main drive motor MOT1. Furthermore, the second inverter INV2 converts the AC voltage generated by the main drive motor MOT1 to DC voltage when the vehicle Ve is braking.

[0026] The first transmission mechanism T1 comprises an input shaft 21, a generator motor shaft 23, a counter shaft 25, and a first differential mechanism D1, all of which are arranged parallel to each other.

[0027] The input shaft 21 is arranged coaxially with the crankshaft 12 of the engine ENG. Power from the crankshaft 12 is transmitted to the input shaft 21 via a damper 13. The input shaft 21 is provided with an output gear 32, which constitutes a gear train for driving the generator motor, as will be described later.

[0028] On the input shaft 21, opposite to the engine ENG side, is an output gear 53 which constitutes an engine power transmission gear train that transmits power from the engine ENG. Between the output gear 32 and the output gear 53 on the input shaft 21 is a hydraulic clutch CL which connects the input shaft 21 and the output gear 53 in a detachable manner.

[0029] The generator motor shaft 23 is a double-structured rotating shaft comprising an inner shaft 27 and an outer shaft 29 arranged concentrically with respect to the inner shaft 27 on the outer circumference. On the engine ENG side of the inner shaft 27, there is an input gear 34 that meshes with the output gear 32 on the input shaft 21. The output gear 32 on the input shaft 21 and the input gear 34 on the inner shaft 27 constitute a gear train for driving the generator motor, which transmits power from the input shaft 21 to the inner shaft 27.

[0030] Furthermore, an outer circumferential shaft 29 is installed on the outer diameter side of the inner circumferential shaft 27, approximately in the center, so as to be rotatable relative to it. A generator motor GEN is attached to the inner circumferential shaft 27 on the side opposite to the engine ENG side. The generator motor GEN comprises a rotor R fixed to the inner circumferential shaft 27 and a stator S fixed to a case (not shown) and positioned opposite the outer diameter side of the rotor R.

[0031] The driving force from the input shaft 21 is transmitted to the inner circumferential shaft 27 of the generator motor shaft 23 via a gear train for driving the generator motor. As a result, the rotation of the inner circumferential shaft 27 causes the rotor R of the generator motor GEN to rotate. This allows the driving force from the input shaft 21 to be converted into electricity by the generator motor GEN.

[0032] On the outer circumferential shaft 29, an output gear 52 is provided that meshes with an input gear 54 on the counter shaft 25, which will be described later. On the side opposite to the engine EN side, a main drive motor MOT1 is attached. The main drive motor MOT1 comprises a rotor R fixed to the outer circumferential shaft 29 and a stator S fixed to a case (not shown) and positioned opposite the outer diameter side of the rotor R.

[0033] The output gear 52 on the outer shaft 29 and the input gear 54 on the counter shaft 25 form a motor power transmission gear train for transmitting power from the outer shaft 29 to the counter shaft 25. Therefore, when the outer shaft 29 rotates due to the driving force of the main drive motor MOT1, that rotation is transmitted to the counter shaft 25 via the motor power transmission gear train.

[0034] The counter shaft 25 is provided with, in order from the engine ENG side, an output gear 56 that meshes with the ring gear 58 of the first differential mechanism D1, and an input gear 54 that meshes with the output gear 53 on the input shaft 21 and the output gear 52 on the outer circumferential shaft 29. The output gear 53 on the input shaft 21 and the input gear 54 on the counter shaft 25 constitute an engine power transmission gear train for transmitting power from the input shaft 21 to the counter shaft 25. In addition, the output gear 56 on the counter shaft 25 and the ring gear 58 of the first differential mechanism D1 constitute a final gear train for transmitting the driving force of the counter shaft 25 to the first differential mechanism D1.

[0035] The driving force of the main drive motor MOT1, which is input to the counter shaft 25 via the motor power transmission gear train, and the driving force of the engine ENG, which is input to the counter shaft 25 via the engine power transmission gear train, are output as the main driving force of the main drive unit DU1, transmitted to the first differential mechanism D1 via the final gear train, and then transmitted from the first differential mechanism D1 to the front wheel FWR.

[0036] In this embodiment, the first transmission mechanism T1 of the main drive unit DU1 includes a first transmission mechanism 41 that mechanically connects the generator motor GEN and the engine ENG in a power-transmitting manner, and a second transmission mechanism 42 that mechanically connects the main drive motor MOT1 and the front wheel FWR in a power-transmitting manner. Specifically, the first transmission mechanism 41 consists of an input shaft 21, an output gear 32, an input gear 34, and an inner circumferential shaft 27, and the second transmission mechanism 42 consists of an outer circumferential shaft 29, an output gear 52, an input gear 54, a counter shaft 25, an output gear 56, and a first differential mechanism D1.

[0037] Furthermore, the hydraulic clutch CL is configured to selectively switch between a state in which the power transmission path between the first transmission mechanism 41 and the second transmission mechanism 42 is connected, and a state in which the power transmission path between the first transmission path and the second transmission path is disconnected. That is, by engaging the hydraulic clutch CL, the power transmission path between the first transmission mechanism 41 and the second transmission mechanism 42 is mechanically connected, and by releasing the hydraulic clutch CL, the power transmission path between the first transmission mechanism 41 and the second transmission mechanism 42 is mechanically disconnected. In the first transmission mechanism T1, the input gear 54 meshes with the output gear 53 on the input shaft 21 and the output gear 52 on the outer shaft 29. Therefore, when the hydraulic clutch CL is engaged, the power transmission path between the first transmission mechanism 41 and the second transmission mechanism 42 is mechanically connected, enabling power transmission between the first transmission mechanism 41 and the second transmission mechanism 42. On the other hand, when the hydraulic clutch CL is released, the output gear 53 disengages from the input shaft 21, mechanically interrupting the power transmission path between the first transmission mechanism 41 and the second transmission mechanism 42, making power transmission between the first transmission mechanism 41 and the second transmission mechanism 42 impossible.

[0038] [Subordinate Drive Unit] The subordinate drive unit DU2 comprises a subordinate drive motor MOT2, a third inverter INV3, and a second transmission mechanism T2. The subordinate drive motor MOT2 is connected to the battery BAT via a voltage control unit VCU and a third inverter INV3, enabling power supply from the battery BAT and energy regeneration to the battery BAT. In Figure 1, dotted lines indicate power wiring, and dashed lines indicate control signal lines.

[0039] The second transmission mechanism T2 comprises motor output shafts 26 and 28 arranged parallel to each other, and a second differential mechanism D2.

[0040] The subordinate drive unit DU2 has a third drive gear 62 mounted on one end of the motor output shaft 26 of the subordinate drive motor MOT2 so as to rotate integrally with it. A third driven gear 64 that meshes with the third drive gear 62 and an output gear 66 are mounted on an output shaft 28 that extends parallel to the motor output shaft 26 of the subordinate drive motor MOT2 so as to rotate integrally with the output shaft 28. Therefore, the driving force of the subordinate drive motor MOT2 is transmitted to the output shaft 28 via the third drive gear 62 and the third driven gear 64. The driving force transmitted to the output shaft 28 is then transmitted from the output gear 66 to the rear wheel RWR via the second differential mechanism D2. Conversely, the driving force from the rear wheel RWR is transmitted to the subordinate drive motor MOT2 via the second differential mechanism D2, the output gear 66, the output shaft 28, the third driven gear 64, the third drive gear 62, and the motor output shaft 26.

[0041] [Drive Mode of Main Drive Unit] Next, the drive mode of the main drive unit DU1 will be explained.

[0042] The drive modes of the main drive unit DU1 include an electric drive mode in which the driving force of the main drive motor MOT1 is output as the main driving force, and an engine drive mode in which the driving force of the engine ENG is output as the main driving force. In electric drive mode, the hydraulic clutch CL is released and the driving force of the main drive motor MOT1 is output as the main driving force. Electric drive mode includes EV driving and series driving, which will be described later. In engine drive mode, the hydraulic clutch CL is engaged and the driving force of the engine ENG is output as the main driving force. Engine drive mode includes engine driving, which will be described later.

[0043] <EV Driving (Electric Drive Mode)> In EV driving, the engine ENG is in a non-operating state, and the main drive motor MOT1 is driven by the electric power supplied from the battery BAT. That is, by driving the main drive motor MOT1 with the electric power supplied from the battery BAT, the outer peripheral shaft 29 of the power generation motor shaft 23 rotates with the driving force of the main drive motor MOT1, and this rotation is transmitted to the counter shaft 25 via the motor power transmission gear train. The driving force of the main drive motor MOT1 thus transmitted is output as the main driving force via the final gear train and the first differential mechanism D1, and is transmitted to the front wheels FWR. Thereby, EV driving becomes possible.

[0044] <Series Driving (Electric Drive Mode)> In series driving, the engine ENG is in an operating state, and the main drive motor MOT1 is driven by the electric power generated by the power generation motor GEN. That is, when the driving force of the engine ENG is input from the input shaft 21 to the inner peripheral shaft 27 via the power generation motor drive gear train, the inner peripheral shaft 27 rotates. As a result, the rotor R of the power generation motor GEN fixed to the inner peripheral shaft 27 rotates, and power generation is performed by the power generation motor GEN. The electric power generated by the power generation motor GEN is supplied to the main drive motor MOT1, and the main drive motor MOT1 is driven by this electric power. The outer peripheral shaft 29 of the power generation motor shaft 23 rotates with the driving force of the main drive motor MOT1, and this rotation is transmitted to the counter shaft 25 via the motor power transmission gear train. The driving force of the main drive motor MOT1 thus transmitted is output as the main driving force via the final gear train and the first differential mechanism D1, and is transmitted to the front wheels FWR. Thereby, so-called series driving in which all of the driving force of the engine ENG is converted to electricity by the power generation motor GEN and used for operation is possible.

[0045] Note that the vehicle Ve performs regenerative driving during deceleration driving, in which energy is recovered while driving by the regenerative operation of the main drive motor MOT1. The regenerated electric power is stored in the battery BAT.

[0046] <Engine Driving (Engine Drive Mode)> In engine driving mode, with the hydraulic clutch CL engaged, the driving force of the engine ENG is output as the main driving force and transmitted to the front wheel FWR. That is, by engaging the hydraulic clutch CL, the driving force of the input shaft 21 is transmitted to the counter shaft 25 via the engine power transmission gear train, and then to the front wheel FWR via the final gear train and the first differential mechanism D1. This enables engine driving. Here, since the input shaft 21 and the inner shaft 27 are always connected via the gear train for driving the generator motor, the rotor R of the generator motor GEN rotates in conjunction with the rotation of the inner shaft 27. Therefore, since the generator motor GEN can generate electricity, the generated electricity can rotate the main drive motor MOT1, and so-called parallel driving is also possible, where the driving force of the engine ENG and the driving force of the main drive motor MOT1 are output as the main driving force.

[0047] In addition, the Vehicle Ve offers several driving modes that allow for changes in driving characteristics: a Sport mode that enhances acceleration / deceleration responsiveness and steering responsiveness; a Normal mode that prioritizes a balance between steering operability and acceleration; and an Eco mode that controls fuel injection amount and other parameters for fuel-efficient driving. These Sport, Normal, and Eco modes can be set and switched using, for example, a user-operated switch (not shown).

[0048] In addition, in the virtual gear stage described later, the vehicle Ve can be set to a manual shift mode in which the user can select an arbitrary gear stage. This manual shift mode is set, for example, when the user performs a predetermined shift operation, switch operation, or the like. Also, the manual shift mode can be set in any of the above-described normal mode, eco mode, and sports mode. In practice, it can be assumed that it is mainly set when the sports mode is selected. Therefore, in the following description, the manual shift mode shall be set when the sports mode is set. Note that the manual shift mode is not accepted even if the user sets the manual shift mode when, for example, the temperature of the catalyst is equal to or higher than a predetermined temperature (high temperature), or the temperature of the battery BAT is equal to or higher than a predetermined temperature (high temperature), considering the durability of the device and the like.

[0049] [Control Device] The control device ECU is a computer that comprehensively controls the entire vehicle Ve and includes, for example, a processor that performs various operations, a storage unit that stores various information such as a predetermined map and program in a non-transitory storage medium, and an input / output unit (both not shown) that controls the input / output of data between the inside and outside of the control device ECU. For example, the control device ECU is realized by one ECU (Electronic Control Unit) or by a plurality of ECUs cooperating with each other.

[0050] For example, the control device ECU is communicably provided with each inverter INV, voltage control unit VCU, engine ENG, hydraulic clutch CL, heat exchanger 9, etc. For example, the control device ECU controls the output of the engine ENG by controlling the engine ENG, controls the output of the power generation motor GEN by controlling the first inverter INV1, and controls the output of the main drive motor MOT1 by controlling the second inverter INV2.

[0051] The control unit (ECU) executes various programs stored in its memory, for example. As described above, the vehicle Ve can be driven in multiple drive modes, but when driving in series, for example, the engine ENG is controlled with the engine ENG and drive wheels mechanically disconnected, so the engine speed Ne does not correspond to the accelerator operation, which may cause discomfort to the user. Therefore, in this embodiment, in order to reduce such discomfort to the user, a predetermined program is executed so that the engine speed Ne is based on a virtual gear ratio. A virtual gear ratio is a gear ratio that simulates a gear ratio determined based on, for example, vehicle speed and accelerator opening when the engine ENG and drive wheels are disconnected.

[0052] Furthermore, if a gear shift request is made by the user based on operations such as paddle shifting, the system performs a gear shift in a virtual gear based on that request. For example, if the user performs a downshift, the control unit (ECU) performs blipping control to increase the engine speed Ne along with downshifting in a virtual gear. In blipping control, the engine speed is increased by the output of the engine ENG or the output of the generator motor GEN. In this embodiment, a predetermined program is executed to control the output ratio of the engine ENG and the generator motor GEN, taking into consideration the state of the engine ENG and the state of the battery BAT. That is, the control unit (ECU) performs blipping control by coordinating the output of the engine ENG and the output of the generator motor GEN.

[0053] As shown in Figure 3, the control unit ECU includes a rotational speed control unit 100 and a heat exchange amount control unit 110, which are functional units realized by the execution of such a program. In the following, the processes described as being performed by the rotational speed control unit 100 and the heat exchange amount control unit 110 are processes realized by the control unit ECU.

[0054] The control unit (ECU) receives input from various sensors. For example, it receives input from an accelerator position sensor 120 that detects the amount of operation applied to the accelerator pedal of the vehicle Ve, a vehicle speed sensor 130 that detects the vehicle speed of the vehicle Ve, a catalyst temperature sensor 140 that detects the temperature of the catalyst 2, a battery temperature sensor 150 that detects the temperature of the battery BAT, a battery SOC sensor 160 that detects the amount of charge stored in the battery BAT, an engine water temperature sensor 170 that detects the engine water temperature (coolant), an outside air temperature sensor 180 that detects the outside air temperature, and a shift position sensor 190 that detects the shift position of a shift device such as a paddle shift. The values ​​from the various sensors are not limited to those detected; they may also be obtained by estimation or other means.

[0055] The rotational speed control unit 100 performs rotational speed increase control by increasing the engine speed Ne using the output of at least one of the engine ENG and the generator motor GEN when a predetermined operation is performed while the vehicle Ve is moving (i.e., while driving). Here, "predetermined operation" refers to one of the following operations: for example, releasing the accelerator, downshifting using a shift device such as a paddle shifter, applying the brakes, or increasing the accelerator opening per unit time by more than a predetermined amount (so-called kickdown operation). These operations can be described as operations that cause the vehicle Ve to decelerate, or operations that are performed when it is desired to increase the driving force by downshifting. Furthermore, the rotational speed increase control is the blipping control described above, that is, when the vehicle Ve is moving at a predetermined speed, it controls the engine speed Ne to be higher than the engine speed Ne when rotational speed increase control is not performed. In the following explanation, unless otherwise specified, the rotational speed increase control will be referred to as "blipping control".

[0056] Furthermore, when performing blipping control, the rotational speed control unit 100 varies the output ratio of the engine ENG and the generator motor GEN according to the vehicle's moving speed (i.e., vehicle speed). "Variable" includes the case where the output of one of the engine ENG or generator motor GEN is "0". In other words, in blipping control, the output of the engine ENG and the generator motor GEN is controlled between "0%" and "100%".

[0057] More specifically, the rotational speed control unit 100 performs blipping control based on the map shown in Figure 4. Figure 4 shows a shift map when driving at a predetermined accelerator opening, and the rotational speed control unit 100 performs blipping control using the engine ENG and the generator motor GEN along the gear shift line in this shift map. As described above, in this embodiment, the output ratio of the engine ENG and the generator motor GEN is varied according to the vehicle speed. In the example shown in Figure 4, the output ratio of the engine ENG and the generator motor GEN is varied with the vehicle speed indicated by the dashed line L as the boundary. In the example shown in Figure 4, relatively speaking, at high vehicle speeds, blipping control is performed by the output of the engine ENG, and relatively speaking, at low vehicle speeds, blipping control is performed by the output of the generator motor GEN.

[0058] In the example shown in Figure 4, blipping control is performed using either the output of the engine ENG or the output of the generator motor GEN, with the vehicle speed indicated by the dashed line L as the boundary. However, as mentioned above, since the output ratio of the engine ENG and the generator motor GEN is variable, the system may be configured to adjust the output ratio of each more precisely according to the vehicle speed. For example, as shown in Figure 5, blipping control is performed with the output ratio of the generator motor GEN set to 100% from vehicle speed "0" to the vehicle speed indicated by the dashed line L1, and blipping control is performed using the outputs of the generator motor GEN and the engine ENG respectively from the vehicle speed indicated by the dashed line L1 to the vehicle speed indicated by the dashed line L2. In this case, the output ratio of the generator motor GEN and the output ratio of the engine ENG increase as the vehicle speed increases, and the output ratio of the generator motor GEN decreases. In other words, the lower the vehicle speed, the higher the output ratio of the generator motor GEN and the lower the output ratio of the engine ENG.

[0059] Then, when the vehicle speed reaches the speed indicated by the dashed line L2, the output ratio of the generator motor GEN is set to "0", and the output ratio of the engine ENG is set to 100%. In other words, in the example shown in Figure 5, the vehicle speed range between the dashed line L1 and the dashed line L2 is a transitional section where blipping control is performed either by the output of the generator motor GEN or by the output of the engine ENG. In other words, it is a region where the output ratios of the engine ENG and the generator motor GEN are variable. Note that the vehicle speeds indicated by the dashed lines L1 and L2 in Figure 5 can be set arbitrarily, for example, depending on the vehicle type, or depending on the engine ENG and each motor installed. That is, the width between the dashed lines L1 and L2 can be set to be larger or smaller than in the example shown in Figure 5.

[0060] In Figures 4 and 5, the dashed line L (dashed lines L1 and L2 in Figure 5) bends, showing an example where the blipping range of the engine ENG extends into the upper part of the blipping range of the generator motor GEN (for example, the range from 1st to 4th speed). This is because, even within the blipping range of the generator motor GEN, the range where a large output is required is used as the blipping range of the engine ENG to improve the stability of continuous blipping control.

[0061] In this way, by switching the output ratio of the engine ENG and the output ratio of the generator motor GEN, using the vehicle speeds indicated by the dashed lines L, L1, and L2 as boundaries, it is possible to suppress the amount of heat generated by electric elements, including the main drive motor MOT1 and the generator motor GEN, in the high-speed range, for example. In other words, in the high-speed range, the rotational speed of the main drive motor MOT1, which is the driving motor, increases, which increases the amount of heat generated by the main drive motor MOT1 and may increase the amount of heat generated by the electric elements. However, by controlling the engine speed Ne with the output of the engine ENG in the high-speed range, the amount of heat generated by the electric elements as a whole can be suppressed compared to when the engine speed Ne is controlled by the output of the generator motor GEN.

[0062] Furthermore, in the high-speed range, controlling the engine speed Ne with the engine output increases the amount of heat generated by the engine. However, the higher the vehicle speed, the more the engine is cooled by the cooling air from the outside, so the proportion of engine output can be increased in the high-speed range.

[0063] On the other hand, in the low vehicle speed range, if the output ratio of the generator motor GEN is increased, the rotational speed of the main drive motor MOT1, which is the driving motor, will decrease, and thus the amount of heat generated will also be suppressed. Therefore, in blipping control, even if the output ratio of the generator motor GEN is increased, it becomes possible to control the engine speed Ne while suppressing the amount of heat generated by the entire electric element.

[0064] As described above, blipping control is achieved by the output of the engine ENG and the generator motor GEN. However, increasing these outputs may cause the temperature of the engine ENG, the generator motor GEN, and other components related to the engine ENG and generator motor GEN to fall outside the appropriate temperature range, such as becoming too hot or too cold. Therefore, it is preferable to perform blipping control while considering the state of each component, including the engine ENG and generator motor GEN. In the embodiment, for example, the output ratio of the engine ENG and the generator motor GEN is controlled by considering the temperature of the battery BAT, the amount of charge stored in the battery BAT, or the temperature of the catalyst 2.

[0065] Specifically, in blipping control, the rotational speed control unit 100 increases the output ratio of the engine ENG when the battery BAT temperature is above the first temperature Tα. In other words, when the battery BAT temperature is above the first temperature Tα, it decreases the output ratio of the generator motor GEN.

[0066] Furthermore, in blipping control, the rotational speed control unit 100 increases the output ratio of the engine ENG when the battery BAT temperature is below the second temperature Tβ, which is lower than the first temperature Tα. In other words, when the battery BAT temperature is below the second temperature Tβ, the output ratio of the generator motor GEN is decreased.

[0067] Figure 6 shows the relationship between the battery temperature and the input / output power. As can be seen from Figure 6, when the battery temperature is in the range from the second temperature Tβ to the first temperature Tα, the input / output power is relatively large. However, when the battery temperature is below the second temperature Tβ or above the first temperature Tα, the input / output power is limited to protect the battery. Therefore, in this embodiment, the rotational speed control unit 100 is configured to increase the output ratio of the engine ENG when the battery temperature is above the first temperature Tα or below the second temperature Tβ during blipping control. In Figure 6, the solid line represents the output power, and the dashed line represents the input power.

[0068] Thus, in high and low temperature ranges of the battery, the amount of power output from the battery is limited. By increasing the engine output ratio when performing blipping control, it becomes possible to achieve blipping control within the range of the battery's power output.

[0069] As described above, the vehicle Ve in this embodiment can be configured with sport mode, normal mode, and eco mode as driving modes that change the driving force characteristics. Therefore, while taking into account the temperature of the battery BAT, the output ratio of the engine ENG and the generator motor GEN to be output in the blipping control may be changed according to each set driving mode.

[0070] For example, when a mode with relatively high driving force characteristics is selected among the multiple driving modes, the rotational speed control unit 100 lowers the first temperature Tα and / or raises the second temperature Tβ compared to when a mode with low driving force characteristics is selected. In other words, when a mode with high driving force characteristics is selected, the range of blipping control in the generator motor GEN is narrowed and the range of blipping control in the engine ENG is widened. To put it another way, when a mode with relatively high driving force characteristics is selected among the multiple modes, the output ratio of the engine ENG in blipping control is increased compared to when a mode with low driving force characteristics is selected.

[0071] As an example, Figure 7 shows the relationship between the battery temperature and the input / output power corresponding to each driving mode. In the example shown in Figure 7, the system is configured to raise the second temperature Tβ when a mode with high driving force characteristics is selected compared to when a mode with low driving force characteristics is selected. That is, in sport mode, the second temperature is set to a second temperature Tβ2, which is higher than the second temperature Tβ in normal mode. In eco mode, the second temperature is set to a second temperature Tβ1, which is lower than the second temperature Tβ in normal mode. Although not shown in the figure, the first temperature Tα can also be set similarly to the second temperature Tβ; for example, in sport mode it can be set to a lower value than the first temperature Tα in normal mode, and in eco mode it can be set to a higher value than the first temperature Tα in normal mode.

[0072] As a result, in the sport mode, which has high driving force characteristics, the rotational speed fluctuations will be greater compared to the normal and eco modes, which may increase the frequency of blipping control. However, as mentioned above, by narrowing the range of blipping control in the generator motor GEN and widening the range of blipping control in the engine ENG, it is possible to achieve engine output corresponding to the mode with high driving force characteristics. In addition, for example, by increasing the output ratio of the engine ENG as the driving force characteristics increase, the engine sound can be increased, resulting in an appropriate engine sound corresponding to the driving force characteristics. Furthermore, if the output ratio of blipping control by the generator motor GEN is increased in the mode with high driving force characteristics, there is a possibility that charging and discharging due to rotational speed fluctuations will be repeatedly performed, which may accelerate the deterioration of the battery BAT. However, in this embodiment, in such situations, the output ratio of the engine ENG is increased, thereby protecting the battery BAT.

[0073] Figure 8 shows the shift maps for Normal Mode, Eco Mode, and Sport Mode when shifting gears with the same throttle opening. As can be seen from Figure 8, Eco Mode shifts gears at lower RPMs compared to Normal Mode, and Sport Mode shifts gears at higher RPMs compared to Normal Mode, allowing for driving styles tailored to each mode.

[0074] Furthermore, the rotational speed control unit 100 may, in blipping control, control the output ratio of the engine ENG and the output ratio of the generator motor GEN, taking into consideration the amount of charge (SOC) of the battery BAT. For example, the rotational speed control unit 100 may increase the output ratio of the generator motor GEN in blipping control when the amount of charge of the battery BAT is equal to or greater than the first energy amount E1.

[0075] Furthermore, in blipping control, the rotational speed control unit 100 may increase the output ratio of the engine ENG in blipping control when the amount of charge stored in the battery BAT is less than the second energy amount E2, which is less than the first energy amount E1.

[0076] Figure 9 shows the relationship between the State of Charge (SOC), which is the amount of charge stored in the battery (BAT), and the allowable output power that the battery (BAT) can output. As can be seen from Figure 9, when the amount of charge stored in the battery (BAT) is small, the allowable output power is relatively limited compared to when the amount of charge stored is large. In other words, when the amount of charge stored in the battery (BAT) is relatively large, the allowable output power is large. Therefore, in this embodiment, when the amount of charge stored in the battery (BAT) is less than the second energy quantity E2, the output ratio of the engine (ENG) is increased, and when the amount of charge stored in the battery (BAT) is 1 or greater than or equal to the first energy quantity E1, the output ratio of the generator motor (GEN) is increased. In the example shown in Figure 9, the region where the amount of charge stored in the battery (BAT) is 1 or greater than or equal to the second energy quantity E2 and less than the first energy quantity E1 may be a region where the output ratio is variable, increasing the output ratio of the generator motor (GEN) and decreasing the output ratio of the engine (ENG) as the amount of charge increases. Furthermore, the values ​​of the first energy quantity E1 and the second energy quantity E2 shown here may be arbitrarily set by, for example, the manufacturer of the vehicle Ve.

[0077] Furthermore, in the example shown in Figure 9, two threshold values, a first energy quantity E1 and a second energy quantity E2, were set to determine the output ratio of the engine ENG and the output ratio of the generator motor GEN. However, these output ratios may be set by a single threshold value, as shown in Figure 10. That is, as shown in Figure 10, the output ratio of the engine ENG or the output ratio of the generator motor GEN may be increased depending on whether the amount of charge stored in the battery BAT is equal to or greater than the third energy quantity E3.

[0078] Thus, in the range where the battery (BAT) has a large charge, increasing the output ratio of the generator motor (GEN) during blipping control makes it possible to achieve blipping control while preventing the charge from stagnating. Conversely, in the range where the battery (BAT) has a small charge, increasing the output ratio of the engine (ENG) during blipping control makes it possible to achieve blipping control while preventing the charge from stagnating.

[0079] As described above, the vehicle Ve in this embodiment can be configured with sport mode, normal mode, and eco mode as driving modes that change the driving force characteristics. Therefore, while taking into account the amount of charge stored in the battery BAT, the output ratio of the engine ENG and the generator motor GEN to be output in the blipping control may be changed according to each set driving mode.

[0080] For example, the rotational speed control unit 100 increases the value of the first energy quantity E1 described above when a mode with relatively high driving force characteristics is selected among the multiple driving modes, compared to when a mode with low driving force characteristics is selected. In other words, in modes with high driving force characteristics, such as sport mode, the range of blipping control by the generator motor GEN is narrowed, and the range in which blipping control is performed with the output of the engine ENG is widened. This is because the higher the driving force characteristics, the greater the power required, and therefore the narrower the range of usable stored energy.

[0081] As an example, Figure 11 shows the relationship between the battery BAT's stored energy and the allowable output power corresponding to each driving mode. In the example shown in Figure 11, when the sport mode, which has high driving force characteristics, is selected, the value of the first energy quantity E1 is set to be larger than when the normal mode or eco mode, which have relatively lower driving force characteristics, are selected. As a result, in the mode with high driving force characteristics, the output of the generator motor GEN is reduced in blipping control compared to the mode with low driving force characteristics. In the example shown in Figure 11, the position of "E1" is shown corresponding to the sport mode. Therefore, in the normal mode, "E1" extends to the range shown by the dashed line, and the range of blipping control by the generator motor GEN is wider than in the sport mode. Similarly, in the eco mode, "E1" extends to the range shown by the double dashed line, and the range of blipping control by the generator motor GEN is wider than in the normal mode.

[0082] In the example shown in Figure 12, as in the example in Figure 11, the value of the third energy quantity E3 may be set to be larger when a mode with high driving force characteristics is selected than when a mode with low driving force characteristics is selected. A detailed explanation is omitted as it is the same as in the example in Figure 11.

[0083] Thus, the more a mode with high driving force characteristics is selected, the more likely it is that blipping control will be required. Therefore, by increasing the value of the first energy quantity E1, the threshold for increasing the output ratio of the generator motor GEN becomes larger, which expands the range in which blipping control can be realized by the output of the engine ENG. As a result, it becomes possible to realize blipping control within the range of the battery BAT's power output.

[0084] The relationship between the power outputtable of a battery (BAT), the battery temperature, and the battery's charge level was explained above using Figures 6, 7, and 9-12. More specifically, it may be determined by a map showing the output power of a battery, such as the one shown in Figure 13. In the example shown in Figure 13, the vertical axis represents the battery's charge level, and the horizontal axis represents the battery temperature. Under these conditions, the power outputtable of the battery is indicated by the density of the hatching lines. For example, when the charge level is low and the battery temperature is low or high, the density of the hatching lines indicates that the outputtable power is relatively low. On the other hand, when the charge level is high and the battery temperature is not too high (for example, the central to right portion of Figure 13), the density of the hatching lines indicates that the outputtable power is relatively high. In the map shown in Figure 13, the area enclosed by the dashed line indicates the power output range in sport mode, the area enclosed by the dashed line extending from sport mode indicates the power output range in normal mode, and the area enclosed by the double dashed line extending from normal mode indicates the power output range in eco mode.

[0085] Furthermore, in blipping control, the rotational speed control unit 100 may increase the output ratio of the generator motor GEN when the temperature of the catalyst 2 is above the third temperature Tγ. Here, the third temperature Tγ is assumed to be, for example, when the temperature of the catalyst 2 is higher than the appropriate temperature (activation temperature). That is, when the temperature of the catalyst 2 is above the third temperature Tγ, the output ratio of the generator motor GEN is increased in order to suppress the further rise in the temperature of the catalyst 2 due to the output of the engine ENG.

[0086] Figure 14 shows the relationship between the temperature of catalyst 2 and the blipping ratio (power ratio) between the engine ENG and the generator motor GEN. When the temperature of catalyst 2 is high, above the third temperature Tγ, the power ratio of the generator motor GEN is maximized. When the temperature of catalyst 2 is below the optimal temperature, below Tδ, the power ratio of the engine ENG is maximized. When the temperature of catalyst 2 is above Tδ but below Tγ, the power ratios of the engine ENG and the generator motor GEN may be made variable, so that as the temperature of catalyst 2 increases, the power ratio of the engine ENG is relatively decreased and the power ratio of the generator motor GEN is increased.

[0087] Thus, when the temperature of catalyst 2 is above the third temperature Tγ, increasing the output ratio of the generator motor GEN during blipping control makes it possible to achieve blipping control while preventing the temperature of catalyst 2 from rising to its limit. Furthermore, when the temperature of catalyst 2 is below Tδ, increasing the output ratio of the engine ENG during blipping control makes it possible to accelerate the warming up of catalyst 2.

[0088] Furthermore, the rotational speed control unit 100 may increase the engine output ratio when the ambient temperature is below the fourth temperature during blipping control. When the ambient temperature is low, it is assumed that the temperature of the catalyst 2 is also lower than the appropriate temperature. Therefore, it is preferable to raise the temperature of the catalyst 2 earlier by increasing the engine output ratio. This makes it possible to achieve blipping control while raising the temperature of the catalyst 2, which has not yet reached the appropriate temperature, at an early stage.

[0089] The heat exchange amount control unit 110 controls the heat exchange amount of the heat exchange device 9, including the grill shutter 8, cooling fan 7, water pump, and thermostat. Specifically, in blipping control, the heat exchange amount control unit 110 increases the heat exchange amount of the heat exchange device 9 when the rotational speed control unit 100 increases the output ratio of the engine ENG. This is because when the output ratio of the engine ENG is increased, the engine ENG may become overheated due to the engine output.

[0090] Therefore, for example, when the engine output ratio increases due to blipping control by the rotation speed control unit 100, the rotation speed control unit 100 will increase the amount of heat exchanged by these heat exchange devices 9 by controlling the opening and closing member of the grill shutter 8 to fully open the grill shutter 8, driving the water pump to circulate the coolant, controlling the cooling fan 7 to increase the amount of incoming air, or opening the thermostat to circulate the coolant, thereby cooling the engine. The heat exchange amount control unit 110 may, for example, increase the amount of heat exchanged by controlling at least one of these heat exchange devices 9 based on the engine water temperature obtained from the engine water temperature sensor 170.

[0091] As a result, in blipping control, when increasing the output ratio of the engine EN, the operating state of the heat exchanger 9 is controlled to increase the amount of heat exchanged, making it possible to achieve blipping control while preventing overheating of the engine EN.

[0092] Furthermore, the heat exchange amount control unit 110 does not increase the heat exchange rate of the heat exchange device 9 when the ambient temperature is below the fourth temperature mentioned above. In other words, when the ambient temperature is low, it is assumed that the engine temperature is also low, and that the temperature of the catalyst 2 and engine oil, etc., are not yet warmed up. Therefore, when the ambient temperature is below the fourth temperature, the heat exchange amount control unit 110 does not increase the heat exchange rate of the heat exchange device 9, thereby allowing the temperature of the catalyst 2 and other components to rise quickly. For example, the heat exchange amount control unit 110 prevents an increase in the heat exchange rate of the heat exchange device 9 by controlling the opening and closing members of the grill shutter 8 to completely close the grill shutter 8, or by stopping the water pump, or by stopping the cooling fan 7, or by closing the thermostat.

[0093] As a result, when the outside air temperature is below the fourth temperature, the output ratio of the engine ENG during blipping control can be increased while controlling the operating state of the heat exchanger 9 to a state where the amount of heat exchanged does not increase. This makes it possible to achieve blipping control while rapidly raising the temperature of the engine ENG and catalyst 2.

[0094] [Flowchart] Next, an example of control performed by the control unit ECU will be described. Figure 15 is a flowchart showing an example of such control, and in this example, it is assumed that sport mode is selected and manual shift mode has been set by the user. Under these assumptions, the flowchart shows an example of deciding whether to perform blipping control based on the output of the engine ENG, the output of the generator motor GEN, or the output of both the engine ENG and the generator motor GEN, depending on various conditions.

[0095] First, in step S1, the control unit ECU determines whether manual shift mode is possible. As mentioned above, manual shift mode is restricted if the temperature of the catalyst 2 or the battery BAT is above a predetermined high temperature. Therefore, based on the detection values ​​of the catalyst temperature sensor 140 and the battery temperature sensor 150, the control unit ECU determines that manual shift mode cannot be set (No in step S1) if their temperatures are above a predetermined high temperature, and returns. In other words, in that case, the driving mode becomes the normal sport mode, in which manual shift mode is not set.

[0096] On the other hand, based on the detection values ​​of the catalyst temperature sensor 140 and the battery temperature sensor 150, if their temperatures are below a predetermined high temperature, the control unit ECU determines that manual shift mode can be set (Yes in step S1), and proceeds to step S2.

[0097] In step S2, the control unit ECU acquires information on the state of the vehicle Ve and the gear position being used. This is a step to acquire information on parameters for determining which output to use for blipping control. For example, the state of the vehicle Ve includes information such as the current vehicle speed and accelerator opening. The gear position being used is the currently set virtual gear position.

[0098] Next, the control unit (ECU) determines whether a predetermined operation for blipping control has occurred (step S3). As mentioned above, the predetermined operation can be one of several operations performed by the user, but here, as an example, a downshift performed by operating the paddle shifters is considered the predetermined operation.

[0099] Next, the control unit ECU determines whether the vehicle speed is greater than a predetermined vehicle speed (step S4). Specifically, the control unit ECU determines whether the current vehicle speed obtained in step S2 is greater than a predetermined vehicle speed. Here, the predetermined vehicle speed is a threshold used to determine whether blipping control should be performed using only the output of the engine ENG, and is, for example, the relatively high vehicle speed value indicated by "L" and "L2" in the maps shown in Figures 4 and 5 above. Note that the predetermined vehicle speed may change depending on the currently set virtual gear ratio.

[0100] If a positive determination is made in step S4 (Yes in step S4), that is, if the vehicle speed is greater than a predetermined vehicle speed, the control unit ECU permits blipping control using the output of the engine ENG (step S5).

[0101] Then, the control unit (ECU) performs blipping control (step S6). At this time, the only power source that increases the engine speed Ne is the engine ENG.

[0102] On the other hand, if step S4 is negatively determined to be below a predetermined vehicle speed (No in step S4), the control unit ECU proceeds to step S7.

[0103] In step S7, the control unit ECU determines the ratio of blipping control for the generator motor GEN. Specifically, the control unit ECU determines the target output ratio for blipping control of the generator motor GEN based on the map showing the relationship with vehicle speed shown in Figures 4 and 5 above, and the map showing the relationship with catalyst temperature shown in Figure 14.

[0104] Next, the control unit ECU calculates the target output of the generator motor GEN (step S8). That is, the control unit ECU calculates the output required for blipping control using the generator motor GEN. For example, it calculates the output required for blipping based on the target engine speed Ne during blipping control. More specifically, it calculates the difference between the target engine speed Ne during blipping control and the current engine speed Ne, and then calculates the output of the generator motor required to change (i.e., increase) that engine speed by that difference. For example, the output of the generator motor per unit rotational speed when performing blipping control is predetermined, and the output of the generator motor GEN required for blipping can be calculated by multiplying the output of the generator motor GEN per unit rotational speed by the difference in rotational speed between the target engine speed Ne during blipping control and the current engine speed Ne.

[0105] Next, the control unit (ECU) calculates the power outputtable of the battery (BAT) (step S9). In other words, it calculates the power that can be drawn out in the current state of the battery. For example, the control unit (ECU) obtains the current battery temperature and the amount of charge stored in the battery based on the detection values ​​of the battery temperature sensor 150 and the battery SOC sensor 160. Based on the acquired information, it then refers to the maps in Figures 9 and 10, for example, to determine the power outputtable. Furthermore, the control unit (ECU) refers to the output power map shown in Figure 13, which is obtained from the relationship between battery temperature and the amount of charge stored, to calculate the power outputtable of the battery in more detail.

[0106] Next, the control unit ECU determines whether the target output of the generator motor can be achieved (step S10). That is, the control unit ECU determines whether the target output of the generator motor GEN calculated in step S8 can be achieved with the power output of the battery BAT calculated in step S9. If the generator motor GEN can output the target output of the generator motor GEN calculated in step S8, it is determined positively in step S10 (Yes in step S10). Then, the control unit ECU proceeds to step S11.

[0107] In step S11, the control unit ECU authorizes blipping control by the generator motor GEN.

[0108] Then, the control unit (ECU) performs blipping control (step S6). At this time, the only power source that increases the engine speed Ne is the generator motor GEN.

[0109] On the other hand, if the power output of the battery BAT calculated in step S9 above is insufficient to output the target output of the generator motor GEN calculated in step S8, this is determined negatively in step S10 (No in step S10). Therefore, the control unit ECU proceeds to step S12.

[0110] In step S12, the control unit ECU determines the percentage of output to instruct the engine ENG to output. That is, because it was determined negatively in step S10, the engine ENG needs to output the difference in output that the generator motor GEN cannot output relative to the output required for blipping control. Therefore, the ECU determines the output percentage for which the engine ENG will output that difference, and the engine ENG output corresponding to that output percentage.

[0111] Once the ratio of output commands to be given to the engine ENG is determined, the respective output ratios of the engine ENG and the generator motor GEN are determined. The control unit ECU then permits blipping control by the engine ENG (step S5) and also permits blipping control by the generator motor GEN (step S11). The control unit ECU then coordinates the engine ENG and the generator motor GEN to execute blipping control (step S6).

[0112] [Time Chart] Next, an example of control performed by the control unit ECU will be explained using a time chart. Figures 16 and 17 are the time charts, with Figure 16 showing an example where blipping control is performed using only the output of the generator motor GEN, and Figure 17 showing an example where blipping control is performed using only the output of the engine ENG. In the examples shown in Figures 16 and 17, blipping control is performed when a downshift operation is performed using the paddle shifter. In the examples in Figures 16 and 17, the amount of charge stored in the battery BAT (SOC) is maintained within a range where blipping control is possible by the generator motor GEN, that is, within a range where there is no output limitation.

[0113] Furthermore, in the examples in Figures 16 and 17, the vertical axis shows the changes in gear position, vehicle speed, accelerator opening, engine speed, current gear position, driving force, brake pedal force, paddle shift, generator motor, engine speed, engine combustion state, and battery charge level, while the horizontal axis shows time.

[0114] First, we will explain an example of blipping control using only the output of the generator motor GEN in Figure 16.

[0115] Up to time t1, the vehicle is cruising with the accelerator pressed, for example, in "5th gear" of the virtual transmission. Therefore, the vehicle speed, driving force, and output of the generator motor are almost constant up to time t1. The engine speed is corresponding to the vehicle speed and accelerator opening (almost constant in this case). The battery temperature is within a predetermined range that allows for blipping control. The brake pedal force is "0". As mentioned above, the gear display is in "5th gear", so a predetermined display unit (not shown), such as the instrument panel or navigation system, indicates that it is in "5th gear". Note that, assuming series driving and in the example of Figure 16, blipping control is performed by the output of the generator motor GEN, so the combustion state of the engine ENG continues without combustion. Therefore, the catalyst temperature does not rise.

[0116] From this state, when the accelerator is released at time t1, the driving force begins to decrease in proportion to the accelerator opening. As the driving force decreases, the engine speed Ne and vehicle speed also gradually begin to decrease. In addition, the amount of charge stored in the battery BAT increases due to regeneration caused by deceleration resulting from releasing the accelerator. Note that other parameters remain unchanged, so their explanation is omitted.

[0117] Next, at time t2, the user performs a downshift using the paddle shifter. Here, the virtual gear shift is downshifted from "5th gear" to "4th gear". When the user performs a downshift in this way, the control unit (ECU) starts blipping control using the output of the generator motor (GEN). In other words, this downshift operation triggers the start of blipping control.

[0118] Specifically, the control unit (ECU) increases the engine speed Ne based on the output of the generator motor (GEN). Therefore, at time t2, the output of the generator motor (GEN) begins to increase, and the engine speed Ne also begins to increase. In order to increase the output of the generator motor (GEN), power is supplied to the generator motor (GEN) from the battery (BAT), causing the battery's charge level to decrease. Subsequently, the short-term fluctuations in the battery's charge level are due to changes in power consumption by the blipping control of the generator motor (GEN) and regeneration resulting from releasing the accelerator.

[0119] Then, when the engine speed Ne reaches the target engine speed corresponding to the gear (in other words, the synchronous speed), the blipping control ends, and the engine speed Ne begins to decrease gradually.

[0120] At time t2, the vehicle speed is gradually decreasing in response to the release of the accelerator. In other words, the vehicle Ve is coasting. The virtual gear shift has been downshifted from "5th gear" to "4th gear," and the gear display shows "4th gear." As other parameters remain unchanged, their explanation is omitted.

[0121] Next, at time t3, the user presses down on the brake pedal, increasing the braking force. Consequently, the driving force and vehicle speed decrease further. As the vehicle speed decreases, the rate of decrease in the already decreasing engine speed Ne increases.

[0122] Next, at time t4, the user again performs a downshift using the paddle shifter. Here, the virtual gear shift is downshifted from "4th gear" to "3rd gear". Therefore, blipping control is executed at time t4. The gear display then changes from "4th gear" to "3rd gear". Note that the blipping control at time t4 is the same as the blipping control at time t2, and the other parameter changes are also the same, so a detailed explanation is omitted here.

[0123] Similarly, at time t5, the user initiates a downshift from "3rd gear" to "2nd gear" using the paddle shifter, and blipping control is executed. At time t6, blipping control may also be executed based on user input, but here we show an example where the downshift is performed not based on user input, but for example, in response to a change in vehicle speed, from "2nd gear" to "1st gear". The gear position display switches in accordance with the execution of the downshift. It goes without saying that, although not shown in the diagram, blipping control may also be executed at time t6 in the same way as at time t5.

[0124] Next, we will explain an example of blipping control using only the output of the engine ENG, as shown in Figure 17. The underlying configuration and the changes in each basic parameter are the same as in the example of blipping control using only the output of the generator motor GEN in Figure 16, so the explanation of the similar parts will be omitted or simplified. In the example shown in Figure 17, time t11 corresponds to time t1 in the example in Figure 16, time t12 corresponds to time t2 in the example in Figure 16, time t13 corresponds to time t3 in the example in Figure 16, time t14 corresponds to time t4 in the example in Figure 16, time t15 corresponds to time t5 in the example in Figure 16, and time t16 corresponds to time t6 in the example in Figure 16. In the example shown in Figure 17, the output source for blipping control is the engine ENG, and therefore, catalyst temperature is added as a parameter shown on the vertical axis.

[0125] Specifically, the accelerator is released at t11, and at t12, a downshift from "5th gear" to "4th gear" is performed based on the user's paddle shift operation. Therefore, blipping control is performed at t12. At this time, blipping control is performed by the engine output, so the engine is combusted. As the engine burns, the catalytic converter temperature rises.

[0126] Next, at t13, the brake pedal is operated, increasing the braking force. Then, at t14, a downshift from "4th gear" to "3rd gear" is performed based on the user's paddle shift operation. Similarly, at t15, a downshift from "3rd gear" to "2nd gear" is performed based on the user's paddle shift operation. In other words, blipping control is performed again by the engine output. As a result, the catalyst temperature rises further. Then, at t16, a downshift is performed without user input, for example, based on vehicle speed. It goes without saying that, although not shown in the diagram, blipping control may also be performed at t16 in the same way as at t15.

[0127] In the example shown in Figure 17, the battery BAT will be charged by the amount of regeneration due to deceleration resulting from releasing the accelerator.

[0128] [Modifications] Next, modifications will be described. In the above-described embodiment, the output ratio of the engine ENG and generator motor that perform blipping control was determined based on the vehicle speed, the temperature of the battery BAT, the amount of charge stored in the battery BAT, the temperature of the catalyst 2, etc. However, the elements for determining this output ratio are not limited to the above example. That is, other elements may be included as long as they have an effect on performing blipping control by the engine ENG and generator motor GEN. For example, the temperature of the generator motor GEN, the temperature of the main drive motor MOT1, the temperature of each inverter INV, etc., may be elements for determining the output ratio.

[0129] Although embodiments of the present invention have been described above with reference to the drawings, it goes without saying that the present invention is not limited to the embodiments described above. It is clear to those skilled in the art that various modifications or alterations can be conceived within the scope of the claims, and these are also understood to naturally fall within the technical scope of the present invention. Furthermore, the components of the above embodiments may be combined arbitrarily without departing from the spirit of the invention.

[0130] For example, the time chart examples in Figures 16 and 17 above describe blipping control when the user performs downshifts one gear at a time, but it may also be applied when skipping a gear, so-called skip shifting. Furthermore, downshift operations are not limited to those performed by paddle switches; they may also be accepted by buttons, levers, etc.

[0131] Furthermore, the control described in the above-mentioned embodiments can be realized by executing a pre-prepared control program on a computer. This control program is recorded on a computer-readable storage medium and executed by reading it from the storage medium. This control program may also be provided in the form of a non-transient storage medium such as flash memory, or it may be provided via a network such as the Internet. The computer that executes this control program may be included in the control device, included in an electronic device such as a smartphone, tablet terminal, or personal computer that can communicate with the control device, or included in a server device that can communicate with these control devices and electronic devices.

[0132] This specification contains at least the following information. The components indicated in parentheses in the embodiments described above are, but are not limited thereto.

[0133] (1) A mobile body (ve) comprising a prime mover (engine ENG), a first electric motor (generator motor GEN) mechanically connected to the prime mover, a second electric motor (main drive motor MOT1) mechanically connected to a drive wheel, and a control device (control device ECU), wherein the first electric motor and the second electric motor are electrically connected, and the first electric motor generates electricity with the output of the prime mover, and the second electric motor generates electricity, and the second electric motor generates electricity, and the second electric motor generates electricity, and the second electric motor generates electricity, and the second electric motor generates electricity, and the second electric motor

[0134] According to (1), by varying the output ratio between the prime mover and the first electric motor when controlling the rotational speed increase according to the vehicle speed, more flexible control becomes possible compared to, for example, the case in which the rotational speed increase is uniformly controlled by the engine or the first electric motor based on the charging power, as described in Patent Document 1 above.

[0135] (2) A mobile body as described in (1), wherein the rotational speed control unit increases the output ratio of the prime mover in the rotational speed increase control as the moving speed increases.

[0136] According to (2), in the high-speed range where the moving speed is high, the rotational speed of the second motor increases, which may increase the amount of heat generated by the electric elements. However, by increasing the output ratio of the prime mover as the moving speed increases, it becomes possible to achieve rotational speed increase control while suppressing the amount of heat generated by the entire electric element (first motor and second motor).

[0137] (3) A mobile body according to (1) or (2), wherein the rotational speed control unit increases the output ratio of the first motor in the rotational speed increase control as the moving speed decreases.

[0138] According to (3), in the low vehicle speed range where the moving speed is low, the rotational speed of the second motor is low and the heat generation is also small. Therefore, even if the output ratio of the first motor is increased when performing rotational speed increase control, it is possible to achieve rotational speed increase control while suppressing the amount of heat generated by the entire electric element.

[0139] (4) A mobile body according to any one of (1) to (3), further comprising a power storage device (battery BAT) electrically connected to the first motor and the second motor, wherein the rotational speed control unit increases the output ratio of the prime mover in the rotational speed increase control when the temperature of the power storage device is equal to or greater than a first temperature (first temperature Tα).

[0140] According to (4), since the output of the energy storage device is limited in the region where the temperature of the energy storage device is high, it is possible to achieve rotational speed increase control within the range of the energy storage device's output by increasing the output ratio of the prime mover when performing rotational speed increase control.

[0141] (5) A mobile body as described in (4), wherein the rotational speed control unit increases the output ratio of the prime mover in the rotational speed increase control when the temperature of the energy storage device is below a second temperature (second temperature Tβ) which is lower than the first temperature.

[0142] According to (5), since the output of the energy storage device is limited in the low temperature range of the energy storage device, it is possible to achieve rotational speed increase control within the range of the energy storage device's output by increasing the output ratio of the prime mover when performing rotational speed increase control.

[0143] (6) A mobile body as described in (5), wherein the mobile body is capable of selecting a plurality of modes with different driving force characteristics, and when a mode with relatively high driving force characteristics is selected among the plurality of modes, the first temperature is lowered and / or the second temperature is raised compared to when a mode with low driving force characteristics is selected.

[0144] According to (6), the more a mode with high driving force characteristics is selected, the more likely it is that rotational speed increase control will be required. Therefore, by reducing the output range of the first motor in rotational speed increase control based on the first and second temperatures, such as by lowering the first temperature and / or raising the second temperature, and relatively increasing the output range of the prime mover, it is possible to achieve prime mover output corresponding to the mode with high driving force characteristics.

[0145] (7) A mobile body according to any one of (1) to (6), further comprising a power storage device (battery BAT) electrically connected to the first motor and the second motor, wherein the rotational speed control unit increases the output ratio of the first motor in the rotational speed increase control when the amount of power stored in the power storage device is equal to or greater than a first energy amount (first energy amount E1).

[0146] According to (7), in regions where the amount of stored energy is large, such as above the first energy amount, it is possible to achieve rotational speed increase control while preventing the amount of stored energy from increasing by increasing the output ratio of the first motor when performing rotational speed increase control.

[0147] (8) A mobile body as described in (7), wherein the rotational speed control unit increases the output ratio of the prime mover in the rotational speed increase control when the amount of energy stored in the energy storage device is less than a second energy amount (second energy amount E2) which is less than the first energy amount.

[0148] According to (8), in the region where the stored energy is small, below the second motor amount, it is possible to achieve rotational speed increase control while preventing the stored energy from decreasing by increasing the output ratio of the prime mover when performing rotational speed increase control.

[0149] (9) A mobile body as described in (8), wherein the mobile body is capable of selecting a plurality of modes with different driving force characteristics, and when a mode with relatively high driving force characteristics is selected among the plurality of modes, the value of the first energy is made larger than when a mode with low driving force characteristics is selected.

[0150] According to (9), the more a mode with high driving force characteristics is selected, the more likely it is that rotational speed increase control will be required. Therefore, by increasing the value of the first energy, the threshold for increasing the output ratio of the first motor becomes larger, which broadens the range in which rotational speed increase control can be realized by the output of the prime mover. As a result, it becomes possible to realize rotational speed increase control within the output range of the energy storage device.

[0151] (10) A mobile body according to any one of (1) to (9), wherein the prime mover is an engine that emits combustion gas, the mobile body is equipped with a catalyst (catalyst 2) that performs oxidation and / or reduction reactions of the combustion gas, and the rotational speed control unit increases the output ratio of the first electric motor in the rotational speed increase control when the temperature of the catalyst is above a third temperature (third temperature Tγ).

[0152] According to (10), when the catalyst temperature is high, above the third temperature, it is possible to increase the output ratio of the first motor when performing rotational speed increase control, thereby preventing the catalyst temperature from rising to its limit and enabling rotational speed increase control.

[0153] (11) A mobile body according to any one of (1) to (10), wherein the prime mover is an engine that emits combustion gases, and the rotational speed control unit increases the output ratio of the prime mover in the rotational speed increase control when the ambient temperature is below the fourth temperature.

[0154] According to (11), when the ambient temperature is low, below the fourth temperature, it is possible to increase the output ratio of the prime mover when controlling the rotational speed increase, thereby enabling rotational speed increase control while rapidly raising the temperature of the catalyst that has not yet reached its activation temperature.

[0155] (12) A mobile body according to any one of (1) to (11), wherein the mobile body is capable of selecting a plurality of modes with different driving force characteristics, and the rotational speed control unit increases the output ratio of the prime mover in the rotational speed increase control when a mode with relatively high driving force characteristics is selected from the plurality of modes, compared to when a mode with low driving force characteristics is selected.

[0156] According to (12), the more a mode with high driving force characteristics is selected, the more likely it is that rotational speed increase control will be required. Therefore, by expanding the range in which rotational speed increase control can be achieved by the output of the prime mover, it becomes possible to continuously achieve rotational speed increase control while keeping the load on the first motor low.

[0157] (13) A mobile body according to any one of (1) to (12), wherein the mobile body comprises a heat exchange device (heat exchange device 9) capable of changing the amount of heat exchanged by the prime mover, the control device further comprises a heat exchange amount control unit (heat exchange amount control unit 110) that controls the amount of heat exchanged by the heat exchange device, and the heat exchange amount control unit increases the amount of heat exchanged by the heat exchange device when the rotation speed control unit increases the output ratio of the prime mover in the rotation speed increase control by the rotation speed control unit.

[0158] According to (13), when increasing the output ratio of the prime mover in rotational speed increase control, the operating state of the prime mover's heat exchanger is controlled to a state in which the amount of heat exchanged increases, making it possible to achieve rotational speed increase control while preventing overheating of the prime mover.

[0159] (14) A mobile body according to (13), including (11), wherein the heat exchange amount control unit does not increase the heat exchange amount of the heat exchange device when the ambient temperature is less than the fourth temperature.

[0160] According to (14), when the ambient temperature is below the fourth temperature, it is possible to increase the output ratio of the prime mover when controlling the rotational speed increase, while not controlling the operating state of the heat exchanger to a state where the amount of heat exchanged increases, thereby enabling rotational speed increase control while rapidly raising the temperature of the prime mover and catalyst.

[0161] (15) A mobile body according to any one of (1) to (14), wherein the rotational speed increase control is a control that makes the rotational speed of the prime mover higher than the rotational speed of the prime mover when the mobile body is moving at a predetermined moving speed.

[0162] According to (15), when rotational speed increase control is performed, the rotational speed of the prime mover is higher than when rotational speed increase control is not performed, making it possible to provide the user with a sense of gear shifting based on a predetermined operation.

[0163] (16) A mobile body according to any one of (1) to (15), wherein the predetermined operation is one of the following operations: decelerating, downshifting, braking, or operating the accelerator to increase the accelerator opening per unit time by a predetermined amount or more.

[0164] According to (16), for example, it becomes possible to control the rotational speed in response to user operations, such as when the user wants to decelerate or downshift to increase the driving force.

[0165] 2 Catalyst 9 Heat exchanger 100 Rotation speed control unit 110 Heat exchange amount control unit ENG Engine (prime mover) BAT Battery (energy storage device) ECU Control unit GEN Generator motor (first motor) MOT1 Main drive motor (second motor) Ve Vehicle (mobile body) E1 First energy E2 Second energy

Claims

1. A mobile body comprising a prime mover, a first electric motor mechanically connected to the prime mover, a second electric motor mechanically connected to a drive wheel, and a control device, wherein the first electric motor and the second electric motor are electrically connected, the first electric motor generates electricity using the output of the prime mover, and the second electric motor moves the mobile body, the control device having a rotational speed control unit that, when a predetermined operation is performed while moving, increases the rotational speed of the prime mover using the output of at least one of the prime mover and the first electric motor, and the rotational speed control unit varies the output ratio of the output of the prime mover and the output of the first electric motor in the rotational speed increase control according to the moving speed of the mobile body.

2. A mobile body according to claim 1, wherein the rotational speed control unit increases the output ratio of the prime mover in the rotational speed increase control as the mobile speed increases.

3. A mobile body according to claim 1 or 2, wherein the rotational speed control unit increases the output ratio of the first electric motor in the rotational speed increase control as the moving speed decreases.

4. A mobile body according to any one of claims 1 to 3, further comprising a power storage device electrically connected to the first motor and the second motor, wherein the rotational speed control unit increases the output ratio of the prime mover in the rotational speed increase control when the temperature of the power storage device is equal to or above a first temperature.

5. A mobile body according to claim 4, wherein the rotational speed control unit increases the output ratio of the prime mover in the rotational speed increase control when the temperature of the energy storage device is below a second temperature which is lower than the first temperature.

6. A mobile body according to claim 5, wherein the mobile body is capable of selecting a plurality of modes with different driving force characteristics, and when a mode with relatively high driving force characteristics is selected among the plurality of modes, the first temperature is lowered and / or the second temperature is raised compared to when a mode with low driving force characteristics is selected.

7. A mobile body according to any one of claims 1 to 6, further comprising a power storage device electrically connected to the first motor and the second motor, wherein the rotational speed control unit increases the output ratio of the first motor in the rotational speed increase control when the amount of power stored in the power storage device is equal to or greater than a first amount of energy.

8. A mobile body according to claim 7, wherein the rotational speed control unit increases the output ratio of the prime mover in the rotational speed increase control when the amount of energy stored in the energy storage device is less than a second energy amount which is less than the first energy amount.

9. A mobile body according to claim 8, wherein the mobile body is capable of selecting a plurality of modes with different driving force characteristics, and when a mode with relatively high driving force characteristics is selected among the plurality of modes, the value of the first energy is greater than when a mode with low driving force characteristics is selected.

10. A mobile body according to any one of claims 1 to 9, wherein the prime mover is an engine that discharges combustion gas, the mobile body comprises a catalyst that performs oxidation and / or reduction reactions of the combustion gas, and the rotational speed control unit increases the output ratio of the first electric motor in the rotational speed increase control when the temperature of the catalyst is at or above a third temperature.

11. A mobile body according to any one of claims 1 to 10, wherein the prime mover is an engine that emits combustion gases, and the rotational speed control unit increases the output ratio of the prime mover in the rotational speed increase control when the ambient temperature is below the fourth temperature.

12. A mobile body according to any one of claims 1 to 11, wherein the mobile body is capable of selecting a plurality of modes with different driving force characteristics, and the rotational speed control unit increases the output ratio of the prime mover in the rotational speed increase control when a mode with relatively high driving force characteristics is selected from the plurality of modes, compared to when a mode with low driving force characteristics is selected.

13. A mobile body according to any one of claims 1 to 12, wherein the mobile body comprises a heat exchange device capable of changing the amount of heat exchange of the prime mover, the control device further comprises a heat exchange amount control unit for controlling the amount of heat exchange of the heat exchange device, and the heat exchange amount control unit increases the amount of heat exchange of the heat exchange device when the rotational speed control unit increases the output ratio of the prime mover in the rotational speed increase control by the rotational speed control unit.

14. A mobile body according to claim 13, including claim 11, wherein the heat exchange amount control unit does not increase the heat exchange amount of the heat exchange device when the ambient temperature is less than the fourth temperature.

15. A mobile body according to any one of claims 1 to 14, wherein the rotational speed increase control is a control that, when the mobile body is moving at a predetermined moving speed, increases the rotational speed of the prime mover to a higher level than the rotational speed of the prime mover when the rotational speed increase control is not performed.

16. A mobile body according to any one of claims 1 to 15, wherein the predetermined operation is one of the following operations: decelerating, downshifting, braking, or operating the accelerator to increase the accelerator opening per unit time by a predetermined amount or more.

Images